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THE 


SAILING   SHIPS 


OF 


NEW  ENGLAND 


L607— 1907 

By 

JOHN  I^OBINSON 

Curator  of  the  Marine  Room,  Peabody  Museum  of  Salem 

and 

GEORGE  FRANCIS  DOW 

Curator  of  the  Society  for  the  Preservation 

of  New  England  Antiquities 


MARINE  RESEARCH  SOCIETY 

SALEM,  MASS. 
1922 


PUBLICATION  NUMBER  ONE 

OF  THE 

MARINE  RESEARCH  SOCIETY 

SALEM,  MASS. 


COPYRIGHT,  1922,  BY 
THE  MARINE  RESEARCH  SOCIETY 


^tit  Cperftins  (press 

TOPSFIELD,  MASSACHUSETTS 


7T^ 


DEDICATED  TO 

CAPT.  ARTHUR  H.  CLARK 

WHO  SET  SAIL  FOR  HIS  LAST  PORT 

BEFORE   HE   COULD   COMPLETE    HIS 

WORK  INTENDED  FOR 

THIS  VOLUME 


M886691 


PREFACE 

UNTIL  recent  times  the  sailing  ship  has  been  so  vital  a  factor  in 
the  life  and  development  of  New  England  that  every  fireside 
has  felt  in  some  degree  the  influence  of  its  commercial  inter- 
course with  nearly  every  port  in  the  known  world.  It  is  natural,  there- 
fore, that  the  descendants  of  the  sailors  and  merchants  of  earlier  days 
should  inherit  an  interest  in  the  ways  of  the  old-time  ship  and  seek  to 
know  more  about  the  building,  rigging  and  sailing  of  the  various  types 
of  vessels  that  once  brought  adventure  and  a  livelihood  to  many  a  New 
England  boy.  That  interest  has  led  to  the  preservation  in  a  number 
of  the  old  sea  ports,  of  museum  collections  devoted  to  the  commercial 
marine.  Numerous  private  collections  of  ship  pictures,  ship  models, 
marine  objects  and  books  relating  to  the  ship  and  to  the  sea  are  also 
being  made  not  only  in  all  parts  of  New  England  but  throughout  the 
United  States. 

The  Marine  Research  Society  has  been  organized  at  Salem,  Massa- 
chusetts, for  the  purpose  of  collecting  and  pubhshing  worthwhile 
material  relating  to  the  ship,  its  construction,  rig  and  navigation;  to 
the  ways  of  the  sailor  and  his  adventures  in  uncharted  seas;  to  the 
days  of  the  pirates  and  the  merchant  adventurers;  and  to  any  other 
matter  of  general  interest  that  pertains  to  the  commercial  marine. 
In  this  connection  it  is  also  proposed  to  reprint  certain  publications 
that  have  now  become  rare  and  are  inaccessible  to  the  average  collector 
in  this  field.  It  is  the  aim  of  the  Society  to  restrict  its  work  to  the 
publication  of  matter  of  scientific  or  historical  value  and  it  thereby 
hopes  to  deserve  and  receive  the  co-operation  of  serious  students 
of  maritime  subjects  so  that  the  results  of  their  investigations  may 
become  known  through  its  Publications. 

This  volume,  the  initial  Publication  of  the  Society,  should  find  a 
wide  appeal  because  of  the  lively,  present-day  interest  in  the  old-tim.e 
ship  picture,  and  it  has  only  been  made  possible  through  the  generous 
co-operation  of  museums  and  private  collectors  of  these  interesting 
and  oft-times  curious  pictorial  representations  of  the  sailing  vessels  of 
other  days.  While  many  of  the  ship  pictures  in  the  volume  are  here 
reproduced  for   the  first  time,  a  considerable  number  have  been  in- 

5 


eluded  through  the  kind  permission  of  authors  and  publishers.  This 
accounts  for  the  great  variation  in  size  of  the  engraved  blocks.  It 
should  also  be  borne  in  mind  that  many  original  ship  pictures  have 
become  stained  and  discolored  so  that  it  is  now  impossible  to  obtain 
good  results  when  they  are  reproduced.  It  has  been  the  aim  to  in- 
clude in  this  volume  pictures  of  vessels  built,  owned  or  commanded 
by  New  England  men. 

Numerous  friends  have  aided  in  the  preparation  of  this  volurre  and 
the  Society  is  under  particular  obligation  to  Mr.  Charles  H.  Taylor, 
Jr.,  of  Boston,  for  making  available  the  resources  of  his  collection  of 
ship  pictures,— probably  the  largest  collection  in  private  hands  in  New 
England  and  containing  numerous  examples  of  the  work  of  the  artists 
about  the  Mediterranean.  He  has  also  generously  supplied  the  colored 
frontispiece  reproducing  for  the  first  time  an  early  water-color  in  his 
collection.  The  Peabody  Museum  and  the  Essex  Institute,  at  Salem, 
have  loaned  engraved  blocks  used  in  their  publications  and  co-operat- 
ed in  other  ways.  The  ship  pictures  that  have  appeared  from  time  to 
time  in  the  valuable  historical  series  published  by  the  State  Street 
Trust  Company  of  Boston,  are  here  included  by  the  kind  permission 
of  Mr.  Allan  Forbes  and  Mr.  Perry  Walton.  Cordial  thanks  are  also 
due  to  Mr.  Hollis  French,  Horace  Gray,  M.  D.,  Mr.  Arthur  F.  Harlow, 
Mr.  William  R.  Hedge,  Mr.  James  A.  Hutchinson,  Joseph  Morrill,  Esq., 
Messrs.  Houghton  Mifflin  Company,  Messrs.  Little,  Brown  &  Co.,  the 
Bostonian  Society,  the  Massachusetts  Historical  Society,  and  the  Soci- 
ety for  the  Preservation  of  New  England  Antiquities,  all  of  Boston  ; 
Dr.  Alfred  Johnson,  Mrs.  Herbert  Foster  Otis,  and  Prof.  Charles  S. 
Sargent,  all  of  Brookline;  Mr.  Francis  W.  Sprague  of  Cambridge; 
OUver  H.  Howe,  M.  D.  of  Cohasset ;  and  to  all  others  who  have  in  any 
way  furthered  the  production  of  this  volume. 


TABLE  OF  CONTENTS 

Historical  Introduction 9 

First  Vessel  Built  in  New  England        ....  9 

"The  Blessing  of  the  Bay" 11 

Shallop 13 

Pinnace 15 

Sloop             16 

Canoe            19 

Two-Masted  Boats 20 

Pink 21 

Pinky  and  Chebacco  Boat 21 

Ketch             22 

Boats            24 

Schooner 25 

Bilander 28 

Brig •        •        -28 

Hermaphrodite  Brig            29 

Brigantine            29 

Topsail  Schooner        .        .        .    ' 30 

Snow 30 

Ship 31 

Ship  Fittings '        .  32 

Bark 33 

Paint  on  Vessels 33 

7 


8  table  of  contents 

Accommodations  for  Passengers 35 

Clipper  -  Ships 41 

Early  Yachts 42 

Nautical  Instruments 44 

Astrolabe 44 

Cross -Staff 45 

Quadrant 46 

Compass 48 

Nocturnal 48 

Sextant 50 

Chronometer 51 

Spy -Glass 51 

Log -Line 53 

Sounding  Leads 54 

Charts     55 

Ship  Pictures 57 

Painters  of  Ship  Pictures 61 

Additions  and  Corrections 65 

The  Sailing  Ships  of  New  England 67 


THE  SAILING  SHIPS  OF  NEW  ENGLAND 

1607—1907 

NEW  England,  with  its  many  rivers  and  long  indented  coast-line, 
has  always  been  a  breeding  place  for  sailors  and  a  natural 
location  for  shipbuilding.  The  early  settlers  along  the  shore- 
line found  no  extent  of  rich  soil  awaiting  cultivation  and  of  necessity 
turned  to  fishing  and  to  trade.  The  forests  close  at  hand  supplied  the 
best  of  timber  for  building  vessels  and  on  the  sea  a  fishing  industry 
and  a  trade  with  England  and  the  West  Indies  soon  brought  prosperity 
to  the  colonies. 

Probably  the  first  vessel  to  be  built  in  New  England  was  the  Virginia, 

a  "faire  pinnace  of  thirty  tons,"  launched  in  the  spring  of  1607  at  the 

mouth  of  the  Kennebec  river  in  Maine.     It  was 

First  Vessel     built  by  the  newly  founded  Popham  Colony  and 

Built  in  after  some  voyaging  along  shore  and  sailing  up  the 

New  England     Kennebec  as  far  as  the  head  of  navigation,  to  what 

is  now  Augusta,  it  set  sail  for  England  when  the 

settlement  was  abandoned  in  the  fall  of  that  year  and  arrived  safely. 

This  small  vessel  afterwards  made  several  voyages  across  the  Atlantic 

and  in  June,  1610,  was  lying  at  anchor  at  Point  Comfort,  Virginia, 

when  Lord  De  La  Warre  arrived,  it  having  brought  over  a  part  of  the 

Gates  and  Somers  expedition  in  August  of  the  previous  year. 

In  the  museum  of  the  Pilgrim  Society  at  Plymouth,  Massachusetts, 
is  preserved  the  hull  of  the  small  sloop  Sparrow  Hawk,  which  sailed 
from  London  for  Virginia,  with  passengers,  in  the  fall  of  1626  and  was 
wrecked  near  Plymouth.  The  sands  of  Cape  Cod  safely  preserved, 
until  recent  years,  the  keel  and  ribs  of  this,  the  earliest  known  sailing 
vessel  that  has  survived  in  New  England.  She  was  only  forty  feet  long 
and  the  emigrants  who  crossed  the  Atlantic  in  her,  most  of  them  un- 
familiar with  the  sea  and  its  moods,  certainly  were  not  lacking  in  per- 
sonal courage  or  faith  in  their  destiny. 

The  Sparrow  Hawk  was  forty  feet  in  length,  and  had  a  breadth  of 
beam  of  twelve  feet  and  ten  inches,  and  a  depth  of  nine   feet  and 

9 


10 


THE  SAILING   SHIPS   OF  NEW   ENGLAND 


seven  and  one-half  inches.  Her  keel  measured  twenty-eight  feet  and 
ten  inches  and  the  rake  of  her  stern-post  was  four  inches  to  the  foot. 
"Her  forward  lines  are  convex,  her  after  lines  sharp  and  concave,  and 
her  midship  section  is  almost  the  arc  of  a  circle."*  She  had  a  square 
stern  and  a  single  mast  located  about  midship  for  there  is  a  hole  in 
the  keelson  showing  where  it  was  stepped.  The  rig  probably  was  a 
lateen  yard  with  a  triangular  sail.  Her  planking  was  English  oak, 
two  inches  thick  and  most  of  it  ten  inches  wide. 

An  early   need  at  the  Plymouth  Colony  was  a  ship-carpenter  and 
one  was  sent  over  in  the  spring  of  1624.     Governor  Bradford  records 


DRAFT  OF  THE  LINES  OF  THE  HULL  OF  THE  "SPARROW-HAWK," 
MADE  IN  1865  BY  D.  J.  LAWLER. 

that  "he  quickly  builte  them  2  very  good  &  strong  shalops  (which 
after  did  them  greate  service),  and  a  greate  and  strong  lighter,  and 
had  hewne  timber  for  2  catches ;  but  that  was  lost,  for  he  fell  into  a 
feaver  in  ye  bote  season  of  that  yeare  [1624]  .  .  .  and  dyed."  It  was 
one  of  these  shallops  that  was  sent  to  the  Kennebec  river  in  the  fall 
of  the  next  year  to  open  up  a  trade  in  furs  with  the  Indians,  a  trade 
that  eventually  relieved  the  Pilgrims  from  their  financial  difficulties 
and  extricated  them  from  the  clutches  of  the  Merchant  Adventurers 
in  London.  The  Governor  writes  that  "bigger  vessel  had  they  none. 
They  had  laid  a  little  deck  over  her  midships  to  keepe  ye  corne  drie, 
but  ye  men  were  faine  to  stand  it  out  all  weathers  without  shelter ; 
and  yt  time  of  ye  year  begins  to  growe  tempestious."  Their  ship-car- 
penter was  dead  but  a  house-carpenter  sawed  their  larger  shallop  in 
halves,    lengthened  and  decked  her  over   and  rebuilt  her  into  a  small 

*Report  of  Messrs.  Dolliver  &  Sleeper,  ship-builders,  of  Boston,  made  in  1865  at 
the  time  the  wreck  was  uncovered.  See  "Loss  of  the  Sparrow-Hawk  in  1626," 
Boston,  1865. 


"the  blessing  of  the  bay"  11 

pinnace  that  did  good  service  for  seven  years.  Later,  the  Colony 
bought  an  EngUsh  trading  ship,  the  "White  Angel,"  and  a  fishing 
vessel  that  had  been  fitted  out  in  England  to  fish  under  the  English 
custom  of  shares. 

The  Company  of  the  Massachusetts  Bay  early  recognized  the  need 
for  shipbuilding  in  the  new  colony  and  in  their  first  general  letter  of 
instructions  to  John  Endecott,  dated  April  17,  1629,  wrote  : 

"We  haue  sent  six  Shipwrights,  of  whom  Robert  Molton  is  cheif 
.  .  .  desiring  that  their  labour  may  bee  employed  2/3  for  the  generall 
Companie,  and  1/3  for  Mr.  Cradock  and  his  Assotiats."  On  May 
28th  following,  the  Company  wrote  directing  that  "The  provisiors  fcr 
building  of  Shipps,  as  Pitch,  Tar,  Rozen,  Okum,  old  ropes  for  Okum, 
Cordage,  &  Saylcloth,  in  all  these  Shipps,  with  9  fferkins  and  5  halfe 
barrells  of  Nayles  in  the  4  Sisters,  are  2/3  for  the  Companie  in  generall, 
and  1/3  for  the  Gouernor,  Mr.  Cradock,  and  his  partners;  as  is  also 
charge  of  one  George  Farr,  now  sent  over  to  the  six  Shipwrights 
formerly  sent.  Our  desire  is  a  Storehouse  may  be  made  apart  for  the 
provisions  of  the  Shipwrights  and  their  Tooles,  whereof  Robert  Moul- 
ton  to  haue  the  cheife  Charge,  and  an  Inventory  to  bee  sent  vs  of  all  the 
Tooles^  the  new  by  themselues  and  the  old  by  themselues,  that  was 
sent  ouer  for  the  vse  of  the  said  Shipwrights,  or  any  of  them,  in  these 
and  the  former  shipps;  .  .  .  and  our  desire  is,  that  these  men  bee 
kept  at  worke  togeather,  adding  to  their  helpesuch  of  the  Companye  s 
servants  as  you  shall  fynde  needfull,  &  proportionably  1/2  as  many 
of  Mr.  Cradock's,  which  course  wee  hold  most  equall;  and  that  ac- 
cordingly as  any  vessells  bee  built,  first  that  both  partyes  may  bee 
accomodated  for  the  present  occasion  ;  but  soe  soone  as  3  Shallops 
shalbe  finished,  two  of  them  to  bee  sett  out  for  the  Companie,  by  lott, 
or  as  you  shall  agree  there  to  make  an  equall  devision,  and  one  for 
our  Gournor  &  his  partners." 

At  the  outset,  the  great  need  for  housing  the  immigrants  seems  to 
have  occupied  the  energies  of  Robert  Mouhon  and  his  company  of 
ship-carpenrers  and  so  far  as  known  nothing  was  done  about  building 
the  three  shallops  ordered  by  the  Company.     Shipbuilding  in  Massa- 
chusetts really  began  with  the  launching  at  Medford,  en  July  4,  1631, 
of  Governor  Winthrop's  trading  vessel,  The  Blessing  of  the  Bay,  which 
was  built  mainly  of  locust.     He  records  that  the 
"The  Blessing    "bark  being  of  thirty  tons  went  to  sea,"  Aug.  31, 
OF  THE  Bay"      1631   and  the  following  October  she  "went  on  a 
voyage  to   the  eastward,"  and  soon  engaged   in 
trade  with  the  Dutch  at  New  Amsterdam.     An  eighteen-ton  pinnace 
brought  Virginia  corn  and  tobacco   to  Salem  in  1631   and  the   same 


12  THE  SAILING  SHIPS  OF  NEW   ENGLAND 

year  a  ship  was  built  at  Richmond  Island,  off  Cape  Elizabeth,  Maine, 
which  made  regular  voyages  for  some  years  between  that  trading 
settlement  and  England.  This  probably  was  the  first  regular  packet 
service  in  the  Colonies.  In  1634,  a  pinnace  of  fifty  tons  came  to  Bos- 
ton from  Maryland  loaded  with  corn  to  exchange  for  fish.  In  July, 
1634,  Capt.  John  Mason  wrote  to  the  Secretary  of  the  Admiralty  that 
more  than  fifty  ships  were  trading  to  New  England,  of  which  "six  sail 
of  ships  at  least,  if  not  more,  belong  to  them." 

Governor  Winthrop  when  writing  in  his  "Journal"  of  The  Blessing 
of  the  Bay,  always  mentions  her  as  a  bark.  As  the  bark-rigged  vessel 
of  to-day  was  unknown  at  the  time,  the  question  naturally  arises, 
"What  was  the  rig  of  the  Blessing  ?"  The  Governor  generally  did  not 
use  the  word  in  its  purely  literary  sense  as  throughout  his  "Journal" 
he  seemingly  differentiates  in  mentioning  the  rigs  of  different  vessels. 
His  "barks"  ranged  from  twelve  to  forty  tons  in  size  and  were  both 
"small"  and  "large."  In  1636,  a  "bark"  of  twenty  tons  met  John  Old- 
ham's "small  pinnace,"  near  Block  Island  and  four  years  later  a  pin- 
nace called  the  "Coach,"  on  her  voyage  from  Salem  to  New  Haven, 
sprang  a  leak  near  Cape  Cod,  when  "one  Jackson,  a  godly  man  and 
an  experienced  seaman,  laying  the  bark  upon  the  contrary  side,  they 
fell  to  getting  out  the  water"  and  safely  returned  to  Salem.  A  "small 
Norsey  bark  of  twenty-five  tons,"  arrived  in  Boston  in  1635  bound  for 
the  mouth  of  the  Connecticut  river.  She  had  had  a  very  stormy  voy- 
age but  brought  safely  fourteen  passengers,  including  two  wcmen, 
with  their  goods.  They  arrived  four  days  too  late,  for  Winthrop  had 
already  sent  a  "bark"  with  carpenters  and  workmen  to  take  poses- 
sion  before  the  Dutch  came. 

In  1689,  Capt.  Cyprian  Southack  of  Boston,  captured  in  the  Channel 
near  the  French  coast  and  brought  to  Boston,  a  "small  Ship  or  Barque 
called  the  St.  John  Frigott,"  of  40  tons.  She  belonged  to  Quebec 
and  was  condemned  as  a  prize. 

On  the  other  hand,  Edward  Johnson  of  Woburn,  writing  in  1650, 
relates  that  "many  a  fair  ship  had  her  framing  and  finishing  here, 
besides  lesser  vessels,  barques  and  ketches;  many  a  Master,  besides 
common  Seamen,  had  their  first  learning  in  this  Colony." 

In  the  Essex  County  Quarterly  Court  Records  are  filed  the  papers  in 
a  suit  brought  in  1666  in  connection  with  the  building  of  a  "barke," 
containing  items  showing  costs  of  "a  fore  mast  and  maine  yard,"  and 
labor  in  "seeling  the  cabin." 


THE  SHALLOP  13 

In  a  list  of  twenty-seven  vessels  that  arrived  or  cleared  at  Boston 
between  Aug.  16,  1661  and  Feb.  25,  1662  and  had  given  bonds  for 
customs,  were  ships  of  60  to  150  tons  burden,  "barcques,"  of  SO  to  50 
tons,  ketches  of  16  to  30  tons,  a  "pincke"  of  30  tons,  and  vessels  of 
unnamed  rig  in  tonnage  from  40  to  150  tons.— Massachusetts  Archives, 
Vol.  60,  leaf  34. 

By  the  year  1641  shipbuilding  had  become  of  such  importance  in 
the  Colony  that  the  Great  and  General  Court  adopted  the  following 
order : — 

"Whereas  the  country  is  nowe  in  hand  with  the  building  of  ships, 
which  is  a  busines  of  great  importance  for  the  common  good,  &  there- 
fore sutable  care  is  to  bee  taken  that  it  bee  well  performed,  according 
to  the  commendable  course  of  England,  &  other  places,  it  is  therefore 
ordered  that,  when  any  ship  is  to  bee  built  within  this  iurisdiction,  it 
shalbee  lawfuU  for  the  owners  to  appoint  &  put  in  some  able  man 
to  survey  the  worke  &  workmen  from  time  to  time,  as  is  usual  in  Eng- 
land ;  &  the  same  shall  have  liberty  &  power  as  belongs  to  his  office, 
&  if  the  ship-carpenter  shall  not,  upon  his  advice,  reforme  &  amende 
any  thing  which  hee  shall  find  to  bee  amise,  then,  upon  ccmplamt  to 
the  Governor,  or  Deputy,  or  any  other  2  magistrates,  they  shall  ap- 
point 2  of  the  most  suflicient  ship  carpenters  of  this  iurisdiction,  & 
shall  give  them  authority  from  time  to  time  (as  neede  shall  require) 
to  take  veiw  of  every  such  ship,  &  all  worke  thereto  belonging,  &  to 
see  it  bee  performed  &  carried  on  according  to  the  rules  of  their  arte ; 
&  for  this  end  an  oath  shalbee  administered  to  them,  to  bee  faithfull 
&  indifferent  between  the  owners  &  workmen  ;  &  their  charges  to  bee 
borne  by  such  as  shalbee  found  in  default ;  &  these  veiwers  shall  have 
power  to  cause  any  bad  timbers,  or  other  insufficient  worke  or  mater- 
ialls,  to  bee  taken  out  &  amended,  &  all  that  they  shall  iudge  to  bee 
amisse  to  bee  reformed  at  the  charge  of  them  through  whose  fault  it 
growes." 

In  1639,  the  same  Court  exempted  ship-carpenters,  fishermen  (dur- 
ing the  fishing  season)  and  millers  from  compulsory  military  training. 

The  shallop  is  frequently  mentioned  in  the  early  records.     It  was 

a  small  vessel  having  a  mainmast,  foremast  and  lug  sails  and  used 

in  fishing  and  coasting.     They  were  good  sailers.* 

The  In  1630,  when  the  ship  bearing  Winthrop  and  his 

Shallop  company  of  settlers  neared  Cape  Ann,  they  "met  a 

shallop,  which  stood  from  Cape  Ann  towards  the 

Isles  of  Shoals,  which  belonged  to  some  English  fishermen,"  and  the 

*The  French  shallop  is  a  large  sloop  its  mast  carrying  a  gaff-mainsail.  A  small 
mast  is  often  fixed  abaft  that  carries  a  mizzen. 


14  THE  SAILING  SHIPS   OF   NEW  ENGLAND 

next  morning  they  were  boarded  by  Mr.  Allerton  from  a  shallop 
bound  to  Pemaquid  and  an  hour  later  another  shallop  came  out  to  meet 
them  as  they  stood  in  by  Baker's  Isle  to  the  harbor  at  Naumkeag,  now 
Salem.  In  the  spring  of  1640,  one  Palmer,  of  Hingham,  "an  ancient 
and  skilful  seaman,"  in  his  ten-ton  shallop,  was  overset  in  Boston 
harbor.  Some  one  on  board  "had  the  sheet  in  his  hand  and  let  fly,"  but 
there  being  little  ballast  in  her  the  shallop  turned  over  and  the  men 
aboard  climbed  upon  her  side  and  soon  after  were  taken  off  by  a  pass- 
ing pinnace.  In  1635,  "a  great  shallop,"  carrying  goods,  was  wrecked 
on  Cape  Ann  during  a  northeasterly  snow  storm  and  about  the  same 
time  a  shallop  bound  for  Salem  laden  with  goods  worth  £100,  was 
lost  off  Plymouth  harbor.  In  1648,  "a  shallop  having  been  fishing  at 
Monhigen  and  returning  with  other  boats,"  the  wind  failing  missed 
her  way  and  split  upon  a  rock.  "The  other  boats  fell  to  their  oars 
and  so  escaped  a  like  fate." 

When  Rev.  Francis  Higginson  set  sail  for  New  England  in  the 
spring  of  1629  he  records  in  his  journal  of  the  voyage  that  after  his 
ship,  the  Tolbot,  of  three  hundred  tons,  left  the  Needles,  "wee  tooke 
in  our  long  boate  &  Shalope."  A  month  later,  when  approaching 
the  coast,  "ye  master  of  our  shipp  hoisted  out  ye  shalop"  to  investi- 
gate "a  great  deale  of  froth"  seen  in  the  distance  fearing  "it  might 
bee  some  breach  of  water." 

Not  infrequently  the  shallop  was  decked  over,  in  whole  or  in  part. 
In  1670  an  agreement  was  made  between  Erasomus  James,  carpenter, 
of  Marblehead,  and  the  owners  of  a  "boat  or  shallop"  by  which  he 
was  to  rebuild  the  same  "god  sending  him  life  &  conuiant  weather  to 
worke  in."  The  shallop  was  to  be  rebuilt  one  whole  strake  higher 
than  her  first  build;  he  was  to  put  in  new  planks  where  needed,  to 
seal  it,  make  up  the  rooms  and  do  all  other  axe  work  within  board 
and  fit  for  sea  excepting  anchor  stocks,  oars,  masts,  yards,  tiller  and 
chimney. 

On  April  8,  1675,  the  Governor  and  Council  of  the  Massachusetts 
Bay  appointed  a  committee  of  three  men  to  appraise  two  shallops, 
prizes  brought  in  by  Captain  Mosely.  The  shallop  Edivard  &  Thcmas, 
with  its  "masts  &  yards  &  a  boate,"  was  valued  at  £40.  and  mention 
is  made  of  standing  and  running  rigging,  a  mainsail  of  about  ninety 
yards,  a  foresail  of  about  forty-five  yards,  two  cables,  two  anchors, 
an  iron  pot  and  pot  hooks,  a  compass  and  a  pump.  The  shallop 
Penobscot,  "that  Roads  went  out  in,"  must   have   been  a  small   vessel 


THE   PINNACE  15 

and  perhaps  in  poor  condition  for  "The  Hull  Masts  &  Canoe"  were 
valued  at  only  £6.  A  mainsail,  old  foresail  and  a  bonnet,  are  listed. 
— Massachusetts  Archives,  Vol.  61,  leaf  83. 

"A  French  built  shallop  with  a  Topsail,"  owned  in  Salem  and  fish- 
ing off  Block  Island  in  the  spring  of  1704  was  mistaken  for  a  French 
privateer  and  an  armed  expedition  was  sent  out  from  Newport,  R.  I., 
to  effect  her  capture. 

In  a  1724  log-book  of  the  "good  sloop  Sarah,"  on  a  voyage  from 
the  Island  of  Jersey  to  Cape  Ann,  mention  is  made  of  sighting  off 
Cape  Sable,  "two  Shallops  &  one  Skooner  of  Marblehead." 

The  pinnace  was  another  type  of  small  vessel  in  common  use  in  the 
early  Colonial  days  not  only  for  fishing  and  coasting  but  also  for 
longer  voyages  to  Bermuda  and  the  West  Indies.  It  was  sharp  at 
both  ends,  usually  had  two  masts,  and  was  the  an- 
The  cestor  of  the  pinky  and  Chebacco  boat  so  common- 

PiNNACE  ly  used  by  New  England  fishermen  during  the  18th 

and  early  19th  centuries.  Pinnaces  varied  in  size 
from  a  few  tons  to  vessels  similar  to  the  "Dove,"  a  pinnace  of  fifty-two 
tons  that  arrived  in  Boston  in  1634  from  Maryland.  The  same  year 
"an  open  pinnace,"  belonging  to  Ipswich,  was  cast  away  at  the  head  of 
Cape  Ann  and  another  "open  pinnace,"  returning  from  a  voyage  to 
Connecticut,  was  wrecked  near  Plymouth.  This  proves  that  this  type 
of  vessel  sometimes  was  without  a  deck  or  at  least  was  half-decked. 
Pinnaces  frequently  made  the  long  voyage  to  London  and  sometimes 
made  it  more  quickly  than  ships  sailing  at  the  same  time.  In  1636,  a 
thirty-ton  pinnace  arrived  in  Boston  from  London  three  weeks  before 
its  accompanying  ship.  Both  experienced  very  rough  weather  during 
the  voyage.  The  next  year  "a  small  pinnace  of  thirty  tons,  which 
had  been  forth  eight  months,  and  was  given  up  for  lost,"  arrived  in 
Boston  harbor.  She  had  sailed  for  Bermuda  but  storms  had  driven 
her  down  to  Hispaniola  and  not  daring  to  go  into  any  inhabited  place 
the  men  had  gone  ashore  in  obscure  places  and  lived  on  turtles  and 
hogs.  She  brought  back  tallow,  hides,  etc.  and  also  an  "aligarto" 
which  was  given  to  Governor  Winthrop.  In  the  summer  of  1636, 
John  Oldham,  who  came  to  Plymouth  in  1623,  was  killed  by  Indians 
while  on  a  trading  voyage  to  Block  Island  in  a  small  pinnace  which 
had  hatches,  was  built  of  boards  an  inch  thick,  and  had  a  "little  room 
underneath  the  deck." 


16  '  THE  SAILING  SHIPS  OF   NEW  ENGLAND 

In  August,  1636,  two  pinnaces  (one  of  them  of  forty  tons  burthen 
and  built  of  cedar  at  Barbadoes)  arrived  at  Boston  from  Virginia, 
loaded  with  fourteen  heifers  and  about  eighty  goats  having  lost  over 
twenty  goats  on  the  voyage. 

The  sloop  was  another  rig  in  common  use  in  the  early  days  and 
with  the  growth  of  commercial  intercourse  with  the  West  Indies  it 
shared  the  carrying  trade  with  numerous  ketches  and  a  sprinkling  of 
brigantines  and  barks  which  in  size  were  seldom  in  excess  of  fifty  tons. 
The  ketches  usually  were  built  with  round  sterns,  the  others  with 
square  sterns  like  the  ships  of  the  period.  The  sloops  were  built  with 
a  cabin  on  deck  at  the  stern  suggesting  in  appear- 
The  Sloop  ance  the  high  poop  decks  to  be  seen  in  shipping  of 
an  earlier  date  and  this  resemblance  was  height- 
ened by  the  long  bowsprit  pitched  high  in  the  air.  The  single  mast 
of  the  sloop  carried  not  only  a  fore-and-aft  mainsail  boom  but  one  and 
sometimes  two  yards  for  topsails.  Preserved  in  the  Massachusetts 
Archives  is  a  register  of  "ships  and  vessels"  built  in  the  Province 
between  the  years  1681  and  1714,  totalling  1,332  vessels.  Of  this 
number  over  one  hundred  were  built  at  Newbury  at  the  mouth  of  the 
Merrimac  river.  Among  these  were  sixteen  ships,  mcst  of  them 
built  for  London  owners,  and  a  "ship  or  barque"  of  fifty  tons  burthen. 
There  were  six  barques,  nine  ketches,  thirty  brigantines,  sixty-nine 
sloops  and  the  "Snow  or  Barke  Sea  Flower,  Boston,  Pinke  sterned, 
about  20  Tons,  built  in  1709." 

In  1707,  William  Clifton,  a  merchant  of  Surinam,  instructed  his 
agent  at  Salem,  Mass.,  to  have  built  on  his  account  a  sloop  of  forty- 
five  foot  keel,  eighteen  and  a  half  feet  wide  and  nine  feet  deep,  to  be 
built  Rhode  Island  fashion  with  a  round  house  and  to  be  named  the 
"Johanna  or  Seaflower."  When  completed  she  was  to  sail  for  Surinam 
with  the  following  cargo :  "Sixteen  large  horses  of  4  or  5  year  old 
and  not  aboue  it  with  long  Tailes;  fifty  thousand  red  Oake  Staues, 
three  thousand  foot  boards  fitt  for  heading,  five  &  Twenty  barrells 
with  onyons,  five  &  Twenty  pound  Shalotes,  five  thousand  pound 
Virginia  Bright  leafe  tobacco,  Twelue  ferkins  of  new  Butter,  Six 
barrells  of  beafe,  Six  Sett  of  Truss  hoops  &  300  Truss  hoop  nails, 
one  frame  of  a  boat  of  25  foot  keel,  10  foot  wide  &  3  1/2  foot  deep, 
without  any  planke  .  .  .  You  must  hyre  your  men  for  Surinam  & 
from  thence  to  Madera  or  Ireland." 


18  THE  SAILING  SHIPS  OF  NEW   ENGLAND 

In  1697,  the  sloop  Hope,  of  Salem,  30  tons  burthen,  was  hired  under 
an  agreement  that  "said  Sloop  should  be  fitted  with  Good  Masts* 
Boome  Sails  Anchors  Cables  &  all  Apurtenances  Suitable  for  such  a 
vessel  for  a  voyage  to  Pensilvaniah,  Virginia  &  Maryland  &  so  to 
Salem  again  for  four  months." 

In  the  eighteenth  century  Boston  newspapers  frequent  references 
to  sloops  may  be  found  among  the  news  items.  In  the  Feb.  26-  Mar. 
5,  1704/5  issue  of  the  Boston  News-Letter  appears  the  advertisement 
of  a  good  sloop  for  fishing  for  sale  at  £25.  The  sloop  "will  carry  six 
Cord  of  Wood  without  taking  down  her  rooms"  and  was  well  fur- 
nished with  rigging,  etc.  including  a  canoe. 

In  the  fall  of  1729  there  was  found  at  sea  off  Cape  Cod,  a  sloop, 
bottom  up,  "Rhode  Island  built,  with  a  blue  Stern,  two  Cabbin  Win- 
dows, her  Counter  painted  yellow  with  two  black  ovals,  and  he  thinks 
her  sides  were  painted  yellow,  her  Keel  was  about  40  foot,  and  her 
bottom  Tallow'd.  Her  Counter  had  been  Cork'd  &  Pey'd  with  Pitch 
over  the  Paint  &  not  scrap'd  off.  Her  Mouldings  were  all  white. 
She  had  lost  her  mast,  bowsprit  and  rudder."  Two  years  later  the 
sloop  Maryland,  of  Boston,  bound  for  Philadelphia,  was  struck  by 
lightning  and  lost  at  sea.  "The  candle  went  out  in  the  Binnicle  .  .  . 
the  Coat  of  the  Mast  about  the  Partners!  was  torn  to  Pieces  and  the 
Water  was  up  to  a  man's  Middle  in  the  Steerage."  In  1747,  a  New- 
port, R.  I.  vessel  reported  a  wreck  off  Nantucket,  a  sloop  of  about 
sixty  tons  with  a  white  bottom,  blue  stern  and  hants.J  four  cabbin 
windows  with  white  moulding  around  them,  two  timber  heads  on  the 
stern,  a  plank  sheer  as  far  as  the  quarter  deck.  Hanging  to  the  main 
sheet  was  "a  sounding  Line  in  a  Conger,  and  in  it  a  Lock  of  Carolina 
Moss."  Undoubtedly  the  sloop  drifted  into  the  Gulf  Stream  and  was 
swept  north. 

In  the  July  5,  1753  issue  of  the  Boston  News-Letter  is  printed  a 
description  of  the  sloop  Nancy,  William  Shearer,  master,  seized  by  the 
crew  in  the  river  Gambia,  with  a  piratical  design.  The  sloop 
probably  was  a  slaver.     The  description  is  as  follows :     "Built  in  the 

*Probably  meaning  mainmast  and  topmast. 

tThe  coat  was  a  piece  of  tarred  canvas  nailed  around  the  mast  at  the  deck  to 
prevent  water  from  running  down  between  decks.  The  partners  were  pieces  of 
plank  fastened  in  a  framework  at  the  opening  in  the  deck  through  which  the  ma  st 
passed  and  were  intended  to  strengthen  the  deck  at  that  point  and  relieve  pres- 
sure from  the  mast. 

JHances :  falls  or  descents  of  the  fife-rails  from  the  stern  to  the  gangways. 


THE  CANOE 


19 


Colony  of  Connecticut,  Burthen  70  Tons,  nine  Months  old,  deep 
waisted,  six  Ports  of  a  side,  five  of  which  are  open,  and  painted  with 
Vermillion,  mounted  with  four  Guns,  one  Pounders,  two  Quarter 
Scuttles  Vermillion  painted  from  the  upper  part  of  the  Port  to  the 
lower  part;  the  outside  is  painted  black,  and  freez'd  with  Pearl 
colour,  very  large  Freeze  ;  the  upper  Streak  on  the  Round  house  plain 
Vermillion  ;  the  Streak  below  that  green,  with  a  small  yellow  Freeze ; 
Square-Stern,  painted  the  same;  under  her  Counter  blue,  with  yellow 
Curtains;  and  steers  with  a  Wheel;  has  no  Register  or  Custom-House 
Papers  or  any  other  Papers  relating  to  the  Cargo." 

In  1744,  a  "Bumpkin*  sloop"  was  advertised  for  sale  in  the  Boston 
News-Letter.  In  1772,  the  sloop  George,  owned  by  Aaron  Lopez  of 
Neport,  R.  I.,  was  lying  at  Jamaica,  W.  I.,  unfit  for  a  voyage  "owing 
to  the  Badness  of  her  Sails  ...  the  Dementions  of  the  Main  Sail  is 
as  follows  the  Hight  of  the  Mast  44  feet  and  Length  of  the  Boom  49 
Do.  the  hight  of  the  Jibb  62  feet  and  the  Bowl  Split  25  feet."t 

A  wrecked  sloop  sighted  off  New  York  harbor  in  1761  had  "a 
winlace  quite  new,  and  steered  in  her  cabin." 

Incidental  allusion  has   already  been  made  to   the   canoe.     It   is 
frequently  mentioned  in  connection  with  shipping  in  the  early  days 
and  curiously  enough  we  now  have  little  exact  information  as  to  its 
size  or  lines.     The  white  birch  from  which  the  Indian  canoe  is  made 
grows  but  sparsely  as  far  south  as  Massachusetts. 
The  Canoe       Generally  the  name  is  applied  to  a  dugout  made 
from  a  log— the  crudest  form  of  a  boat  known  to 
all  races.     This  probably  was  the  type  of  boat   that  overset  in   the 
North  river  at  Salem,  on  July  2,  1630,  and  caused  the  death  of  Henry 
Winthrop,  the  son  of  the  Governor.^     In  the  Governor's  Journal  may 
be  found  frequent  mention  of  canoes,  seemingly  small  tenders  to  ves- 
sels, sometimes  small  boats  in  and  about  the  harbor  and  sometimes 
boats  used  for  fishing  or  gunning.     In  1707,  a  fishing  sloop  at  Wells. 

*The  bumkin  was  a  short  boom  or  beam  of  timber  projecting  from  the  bow 
by  which  to  extend  the  lower  edge  of  the  foresail  to  the  windward. 

tCommerce  of  Rhode  Island,  Vol.  I,  p.  401. 

tAt  Salem  "they  crosse  these  rivers  with  small  Cannowes,  which  are  made  of 
whole  pine  trees,  being  about  two  foot  &  a  half  over,  and  20  foote  long ;  in  these 
likewise  they  goe  a  fowling,  sometimes  two  leagues  to  sea  ;  there  be  more  Cannowes 
in  this  towne  than  in  all  the  whole  Patent ;  every  household  having  a  water-house 
or  two."     Woods'  New  Englands  Prospect,  London,  1634. 


20  THE   SAILING  SHIPS   OF   NEW  ENGLAND 

Maine,  containing  three  men,  filled  in  the  heavy  sea  and  the  men 
were  drowned  as  "no  canoe  could  approach  them  by  reason  of  the 
Rage  of  the  Sea."  Seven  years  later,  one  Cockrum,  "with  20  men 
fitted  out  in  a  Cannoe  from  Providence"  (in  the  Bahamas)  was  com- 
mitting piracies  on  the  Florida  coast. 

In  September  1730,  a  reward  of  £4  was  offered  in  the  Boston  N'ews- 
Letter  for  the  recovery  of  "a  Mohogany  Canoe,  taken  away  from  the 
North  End,  21  Foot  long,  square  stern,  sharp  head,  places  to  row 
with  5  Oars,  fiat  bottom,  stern  sheets  and  fore  sheets,  two  places  for 
masts,  several  timbers  in  her  Red  Wood,  made  out  of  a  whole  Tree, 
one  pintle*  and  another  Iron,  her  main  Tho't  knee'd."  Here  is  some- 
thing specific.  Yet,  the  comma  after  the  word  Wood,  if  correctly 
inserted,  would  seem  to  indicate  that  this  large  and  well-equipped 
sailing  boat  was  dug  out  of  a  single  tree. 

Sloops  and  other  small  vessels  frequently  were  equipped  with  a 
canoe  which  served  as  a  tender  and  it  is  not  unusual  to  find  a  full- 
rigged  ship  supplied  with  a  canoe.  In  February,  1734,  Captain 
Waterhouse  sailed  from  Portsmouth  N.  H.,  and  was  overtaken  by  a 
storm.  A  heavy  sea  "so  far  overset  the  ship,  that  the  top  of  the  lee 
Pump  was  in  the  Water."  The  mizzen  mast  was  cut  away  and  she 
righted,  but  three  men  were  killed  and  "a  canoe  that  M-as  lashed  to 
Windward  coming  across  him  broke  the  Master's  thigh." 

In  1761,  Remember  Preston  of  Dorchester,  while  returning  home 
from  Castle  William,  in  Boston  harbor,  was  drowned  by  the  over- 
setting of  his  canoe.  When  found  the  next  morning  the  sail  was  still 
standing  in  the  canoe;  the  oars  and  benches  were  found  on  Spectacle 
island. 

Following  the  shallop,  pinnace  and  sloop,  eighteenth-century  New 

England  built  a  great  variety  of  one  and  two-masted  boats  variously 

named  and   generally  used  in  the   fisheries.     In  the  Oct.  4/11,  1733 

issue  of  the  Boston  Neivs-Letter  is  advertised  for  sale  "a  Large  Two 

Mast  Boat,  well  fitted  and  deck'd,  with  two  Suits  of 

Two-Masted     Sails,  a  good  Road  and  Anchor,  with  an  Iron  Hearth." 

Boats  In  May,   1757,  Arthur  Savage  advertised  to  sell  at 

public  vendue  on  the  north  side  of  the  Town  Dock, 

Boston,  "Two  Pinck-Stern'd  two  Mast  Boats — one  ditto  square-sterned, 

with  Masts,  Rigging  and  Sails,  and  one  Moses,  all  lying  in  the  Town- 

*A  metal  bolt  fastened  on  the  back  of  the  rudder  by  which  to  hang  it  to  the  stern 
post. 


THE  PINKY  AND   CHEBACCO   BOAT  21 

Dock  above  the  Bridge.  One  other  Pinck-stern'd  two  Mast  Boat, 
with  rigging  and  sails,  lying  at  Mr.  Thomas  Bentley's,  Boat-builder, 
at  the  North  End." 

The  pink,  so  named   for  its  sharp   stern,   varied  in  size.     In  1691, 

"the  Pink,  or  Buss,*  Two  Brothers,"  with  its  cargo  of  salt,  raisins, 

brimstone,  oil  and  wine,  brought  into  Boston  from  Europe,  was  seized 

by  the  Collector,  for  violation  of  the  Acts  of  Trade, 

The  Pink        but  a  sympathetic  jury  brought  in  a  verdict  of  "not 

guilty."     "A  new  pink  vessel,"  of  46  foot  keel,  9 

1/2  foot  hold,  18  foot  breadth,  3  feet  9  inches  between  decks,  burthen 

80  tons,  built  at  Portsmouth,  N.  H.,  was  advertised  for  sale  in  the 

June  11-18,  1711  issue  of  the  Boston  News-Letter. 

Winthrop  records  in  his,  Journal,  the  arrival  in  Boston,  in  May,  1633, 
of  a  Dutch  pink  that  had  been  trading  to  the  southward.  In  1648,  a 
Dutch  "hoy",  a  two-masted  vessel,  of  about  thirty  tons,  reached 
Boston  with  seven  men  in  her  and  a  cargo  of  cordage  and  other 
goods.  She  made  the  voyage  from  the  Isle  of  Wight  in  five  weeks. 
John  Hull,  the  mint-master,  owned  parts  in  several  pinks  trading  with 
the'  West  Indies  and  Europe,  and  Jonathan  Corwen,  the  Salem  mer- 
chant, owned  the  pink  John  and  Elizabeth,  which  made  a  voyage  to 
Bilboa  in  1678  loaded  with  dried  fish  for  the  Roman  Catholic  popula- 
tion of  that  city.  The  pink  Hannah  and  Elizabeth,  of  Boston,  some- 
times styled  in  the  court  records  a  "ship,"  brought  forty-five  passen- 
gers from  Dartmouth,  England,  in  1679,  and  carried  a  ship's  doctor, 
John  Barton,  who  afterwards  practiced  medicine  in  Salem. 

The  fishing  pink  after  a  time  became  known  as  a  "pinky"  {See  Fig. 

177)  and  one   form  of  the   fishing   pinky  in  common   use   along   the 

northern  shore  of  Massachusetts  Bay  during  the  seventeenth  century 

and  also  well  into  the  next  century  was  the  "Che- 

PiNKY  and        bacco  boat",  so  called  because  it  was  first  built  at 

Chebacco        Chebacco,    now   the   town  of  Essex.     Sometimes 

Boat  called  "standing-room"  boats,  they  were  from  ten 

to  twelve  tons  burthen,  had  two  masts,  but  no  bow- 

prit.     They   were  decked  over  with  the  exception  of   a  space  in  the 

middle  where  were   two   rooms  across  the  boat  nearly  to  the  sides, 

for  the  crew  to  stand  in  while  fishing.     In  rough  weather  these  rooms 

*The  buss  was  a  two-masted  vessel  used  by  both  English  and  Dutch  in  the  her- 
ring fisheries.  It  usually  was  about  sixty  tons  burden  and  at  either  end  had  a 
small  shed  or  cabin,  the  one  in  the  bow  being  used  as  a  kitchen. 


22  THE  SAILING  SHIPS   OF  NEW   ENGLAND 

were  covered  with  hatches.  The  deck  had  no  raiUng  and  the  stern 
was  sharp  Hke  the  bow.  The  last  pink-sterned  vessel  built  in  Essex 
was  one  of  thirty-five  tons  launched  in  1844. 

The  fishing  pinky  and  the  Chebacco  boat  doubtless  closely  resem- 
bled  the  "two-masted  boat,"  so-called,  of  the  first  half  of  the  seven- 
teenth century.     Another  form  of  the  two-masted 
The  Ketch       boat  was  ketch-rigged  and  varied  in  size  from  the 
fishing  ketch  of  small  burthen  to  sea-going  vessels 
of   over   one  hundred  tons.     The  principal   mast  of  the  ketch  was 
placed  about  amid-ship   and  the  other,  a  shorter  one,  was  close  to  the 


BILANDER  AND  KETCH. 

From  an  engraving  in  Steel's  "Elements  and  Practice  of  Rigging  and  Seamanship," 

London,  1794.* 

stern.  In  the  very  early  days  these  masts  carried  lateen  sails  but  in 
the  eighteenth  century  the  larger  mast  had  the  yards  and  sails  of  the 
foremast  of  a  ship  and  the  smaller  was  rigged  like  the  mizzenmast 
of  a  bark  of  the  present  time.  The  bowsprit  was  long  and  on  it  were 
set  two  or  three  jibs.     Much  of  the  eighteenth  century  trade  with  the 

*In  the  upper  left-hand  corner  of  the  "Price  View  of  Boston"  (see  page  27  post), 
a  ketch  is  depicted  carrying  a  lateen  sail  on  the  shorter  mast. 


THE   KETCH 


23 


West  Indies  was  carried  on  in  vessels  of  this  type.  When  John  Tur- 
ner, the  Salem  merchant,  died  in  1680,  the  inventory  of  his  estate  dis- 
closes that  he  owned  :  "the  Keatch  Blosome,  17011. ;  Keatch  Prosper- 
ous, 12011. ;  Keatch  John  &  Thomas,  lOOli. ;  Keatch  Willing  Mind, 
901i.  ;  1/2  of  ye  Keatch  with  Mr.  English,  190H. ;  1/2  of  ye  pink 
Speedwell,  15011. ;  3/8  of  ye  Keatch  Society,  15011. ;  3/8  of  ye  Keatch 
William  &  John,  lOOH. ;  1/4  of  ye  Keatch  Friendship,  6511.  1/8  of 
ye  Keatch  Fraternyty,  4011. ;  a  shallop  at  Marblehead,  5011. ;  1/4  of 
ye  sloop  with  John  Hart,  4011. ;  a  pleasure  Boote,  811. ;  1/3  or  3/8  of 
the  ship  William  &  John,  50011."  The  inventory  of  his  estate  totalled 
£6,78811.  17s.  lid. 

John  Hull,  the  mint  master,  mentions  in  his  diary,  in  1658,  that  a 
Boston  ketch  "that  went  hence  for  England,  was  taken  by  a  pirate  of 
Ostend,  and  therein  much  estate  lost." 

In  1666,  Jonathan  Baulston,  shipwright,  of  Boston,  entered  into  an 
agreement  with  Samuel  Legg,  mariner,  to  sell  one-half  of  a  ketch, 
then  on  the  stocks.  It  was  forty-four  feet  keel  upon  a  straight  line, 
seventeen  feet  by  the  midship  beam,  nine  feet  deep  in  the  hold  from 
plank  to  plank,  had  a  pink  stern,  a  close  steerage,  "and  a  fall  into  the 
hold  under  the  half  deck."     It  was  sold  at  the  rate  of  £3.  8.  0.  per  ton. 

The  ketch  Margaret  of  Salem,  in  1697,  carried  a  crew  of  four  men 
and  a  boy.  By  that  year  Salem  had  lost,  through  captures  by  the 
French  and  Indians,  some  fifty-four  of  the  sixty  fishing  ketches  owned 
in  that  port.  The  captures  were  made  along  the  Newfoundland 
coast  and  near  Cape  Sable,  near  the  fishing  grounds. 

On  Dec.  21,  1677,  William  Carr,  shipwright,  of  Salisbury,  Mass., 
signed  an  agreement  to  build  for  Robert  Dutch,  mariner,  of  Ipswich, 
a  pink-stern  ketch, — "a  good  &  substantial  Ketch  to  bee  in  length  by 
ye  keele  thirty  fower  foot  in  breadth  twelve  foot  by  ye  beame  &  six 
foot  deep  in  ye  hold  to  bee  every  way  ship^hapen.  The  said  ketch  to 
bee  built  with  two  inch  white  oake  planke  to  ye  upper  wale  &  with 
inch  &  halfe  white  oake  plank  upward  &  to  bee  seiled  fore  &  aft  with 
ye  like  condiconed  two  inch  planke :  To  lay  her  deck  with  good  two 
inch  pine  plank :  the  fore  Castle  to  bee  raised  twelue  Inches  &  ye 
cabin  abaft  to  bee  raised  two  foot  with  scuttles  &  hatches  sutable  & 
to  doe  &  compleat  all  builders  worke  to  a  cleat :  to  fitt  her  with  all 
ye  masts  &  yards  &  calke  &  lanche  ye  said  ketch  by  ye  last  day  of 
August  next  ensuing  ye  date  hereof :"  Carr  was  to  be  paid  at  the  rate 
of  £3.  5s.  per  ton  and  Dutch  was  to  provide  the  ironwork. 


24  THE  SAILING   SHIPS  OF   NEW   ENGLAND 

The  ketch  is  said  to  have  sailed  very  fast  before  the  wind.  This 
rig  disappeared  from  New  England  waters  not  long  after  the  year 
1800.  Elias  Hasket  Derby,  the  Salem  merchant,  owned  the  ketch 
John  in  1799. 

Whale  boats  with   sharp    bow  and  stern  were  known  before  1700. 

In  December,  1748,  a  small  boat  "built  in  the  fashion  of  a  whale  boat" 

was  taken  up  in  Boston  harbor.     Long  before  that  date  whaling  was 

being  carried  on  along  the  South  Shore  of  the  Bay 

Boats  and  at  Nantucket,  by  boats  that  made  off  from  the 

shore  whenever  a  whale  was  sighted. 

"A  small  Norway  Yawl",  painted  red  within,  was  stolen  from 
Clark's  wharf,  Boston,  in  1726.  In  1754,  a  "Deal  Yawl,  with  Masts, 
Oars  and  Sails"  was  advertised  for  sale  in  Boston  and  four  years  later 
a  twenty-foot  yawl  "painted  with  white  Flowers  on  a  red  ground" 
was  stolen  from  the  stern  of  a  ship  lying  at  anchor  in  the  harbor. 
Not  long  after  "a  large  Lugg  Boat,  having  a  short  Fore-castle,  with 
one  of  the  Ribbins  of  her  Bow  split  off,  having  no  Oars  on  Board," 
was  taken  up  below  the  Castle.  In  1759,  "a  Shalloway,  with  her 
materials,  as  she  now  lays  at  Dyer's  wharf,"  was  advertised  for  sale 
at  public  vendue. 

A  ship's  long  boat,  nineteen  feet  long,  w^th  "round  Tuck,  Painted 
Black  and  Yellow,  a  Swifter*  round  her,  with  her  two  Masts  standing 
and  sails  bent,"  was  stolen  in  Boston  harbor  and  a  reward  of  £3 
offered.  "A  Moses-built  boat,  black  Bottom  and  Soaped,"  was  stolen 
in  March,  1745  and  in  December  a  lapstreak  boat  with  a  16  1/2  foot 
keel,  went  adrift.  It  was  "painted  in  the  Gunnel,  the  upper  and  lower 
streaks  white,  and  the  middle  black,  and  her  inside  is  red  fore  and  aft 
and  a  black  bottom."  In  1749,  "a  Moses-built  boat,  about  14  or  15 
Feet  in  length,  her  bottom  pay'd  with  Pitch,  and  her  sides  with  Tur- 
pentine and  painted  Red  above  her  Wail"  was  cut  away  from  the 
stern  of  the  sloop  Sarah  lying  at  Long  Wharf.  Other  advertisements 
reveal  the  fact  that  the  Moses  boat  was  flat-bottomed  and  built  with 
a  keel.  In  1743,  an  advertisement  describes  "a  small  Long-Boat  or 
Moses."  Other  types  of  boats  appear  in  the  advertisements.  Some 
one  is  wanted  to  "go  in  a  Mud-Boat  for  the  summer  season."  "Dis- 
tiller's boats"  are  mentioned,  and  a  "Gondelo"  is  for  sale  in  1754.  In 
1758,  two   "gundelow"  are  offered  for  sale  one  of  which  could  carry 

*A  strong  rope  encircling  a  boat  to  strengthen  and  defend  her  sides,  usually 
fixed  about  a  foot  under  the  gunwale. 


THE  SCHOONER  25 

sixteen  cords  of  wood.  The  gundelow  has  now  practically  disap- 
peared from  New  England  waters.  All  through  the  nineteenth  cen- 
tury, and  doubtless  before,  it  was  used  to  carry  salt  hay  from  distant 
banks  to  the  landings  were  it  could  be  loaded  on  carts  and  taken 
inland.  It  was  propelled  by  means  of  long  sweeps  and  a  sail  was  also 
used,  when  possible. 

English  vessels  of  the  earliest  times  carried  lateen  sails,  a  rig  that 
still  persists  about  the  Mediterranean.  As  the  centuries  passed  the 
larger  vessels  retained  the  lateen  sail  only  on  the  mizzen  mast.  When 
William  Burgis  made  his  superb  drawing  of  the  shipping  in  Boston 
harbor,  which  was  engraved  in  1725,  he  pictured  fourteen  ships  all  of 
which  are  shown  with  a  lateen  sail  on  the  mizzen.  None  of  the  sloops 
or  schooners  in  the  picture,  of  which  there  are  many,  carry  the  lateen 
yard.  The  mainsail  is  suspended  by  a  gaff  and  fastened  at  the 
bottom  to  a  boom.  A  century  before,  however,  it  is  supposed  that 
many  of  the  smaller  vessels  in  New  England  waters  were  lateen 
rigged.  The  long  lateen  yard  was  cumbersome  and  not  easily  worked 
in  the  small   craft   and   after  a  time  the   progress   of  improvement 

evolved  the  fore-and-aft  sail  fastened  to  a  boom. 

The  It  undoubtedly  was  first  used  on  the  sloop.     Its 

Schooner        application  to  a  two-masted  rig  was  first  made  at 

Gloucester,  Massachusetts,  by  Capt.  Andrew  Rob- 
inson, about  the  year  1713.  In  the  diary  of  Dr.  Moses  Prince  of  Sand- 
wich, under  date  of  Sept.  12,  1752,  he  writes,  during  a  visit  to  Glou- 
cester : — 

"Went  to  see  Capt.  Robinson's  lady.  .  .  .  This  gentleman  was  the 
first  contriver  of  schooners,  and  built  the  first  of  the  sort  about  eight 
years  since;  and  the  use  that  is  now  made  of  them,  being  so  much 
known,  has  convinced  the  world  of  their  conveniency  beyond  other 
vessels  and  shows  how  mankind  is  obliged  to  this  gentleman  for  this 
knowledge." 

A  more  circumstantial  account  of  the  building  of  the  first  schooner 
appears  in  the  diary  of  Cotton  Tufts,  M.  D.,  of  Weymouth,  who 
visited  Gloucester,  Sept.  8,  1790  and  wrote  as  follows : — 

"I  was  informed  (and  commited  the  same  to  writing)  that  the  kind 
of  vessels  called  schooners  derived  their  name  from  this  circumstance ; 
viz.  Mr.  Andrew  Robinson  of  that  place,  having  constructed  a  vessel 
which  he  masted  and  rigged  as  schooners  are  at  this  day,  on  her  go- 
ing off  the  stocks  and  passing  into  the  water,  a  bystander  cried  out, 


26  THE  SAILING   SHIPS   OF   NEW   ENGLAND 

'Oh,  how  she  scoons!'  Robinson  instantly  replied,  'A  scooner  let  her  be!' 
From  which  time,  vessels  thus  masted  and  rigged  have  gone  by  the 
name  of  'schooners' ;  before  which,  vessels  of  this  description  were 
not  known  in  Europe  or  America.  This  account  was  confirmed  to 
me  by  a  great  number  of  persons  in  Gloucester." 

Babson,  in  his  History  of  Gloucester,  states  that  the  earliest  mention 
of  the  schooner  that  he  was  able  to  find  in  public  records  was  an  entry 
in  the  Gloucester  town  records  in  1716  that  a  new  "scooner"  belong- 
ing to  that  town  was  cast  away  on  the  Isle  of  Sables.  He  further 
states  that  in  the  inventory,  made  in  1714,  of  the  estate  of  John  Par- 
sons of  Gloucester,  who  carried  on  the  fishing  business,  a  schooner  is 
not  listed  among  the  vessels  owned  by  him.  Another  man  who  died 
in  1714  and  was  interested  in  the  fishing  industry  was  John  Wilson 
of  Boston,  a  part  owner  in  six  different  sloops  "lying  at  Cape  Anne," 
with  no  mention  of  a  schooner  in  the  inventory  of  his  estate.  The 
new  rig,  however,  soon  came  into  favor  and  ten  years  later  was  well 
known  up  and  down  the  Atlantic  coast  and  even  in  European  ports. 

The  earliest  mention  of  the  schooner  that  we  have  been  able  to  find 
in  the  Boston  News-Letter,  is  in  the  Feb.  4/11,  1717  issue  where  men- 
tion is  made  that  the  "Schooner  Ann"  was  outward  bound  for  South 
Carolina.  Usually  the  rig  is  not  mentioned  in  the  concise  marine 
news  of  that  time  and  doubtless  other  vessels  so  rigged  may  have  en- 
tered and  cleared  without  leaving  a  trace  in  the  local  news-sheet. 
Moreover,  little  attention  was  then  paid  to  the  coasting  trade  in  the 
marine  news  and  there  probably  the  new  rig  made  its  first  appearance. 
In  the  July  8/15,  1717  issue  oi  the  News-Letter,  among  the  "entry- 
inwards"  items,  is  the  "Scooner  Dolphin,  Bartholomew  Putnam,  mas- 
ter, from  Barbadoes."  In  the  Nov.  10/17,  1717  issue  is  printed  an 
account  of  piracy  along  the  North  Carolina  coast  and  mention  is 
made  of  the  capture  of  two  "scooners"  one  belonging  to  Boston, 
Snood,  master,  "and  the  other  belonged  to  London,"  England. 

In  the  spring  of  1733,  a  fishing  schooner  was  advertised  for  sale  in 
the  News-Letter.  It  had  been  built  the  previous  year,  had  a  twenty- 
nine  foot  keel,  and  had  blocks  "all  with  Lignum-vita  sheves,  and  all 
hsr  Blocks  at  Mast  head  strap'd  with  Iron.  .  .  .  She  generally  comes 
in  twice  a  week." 

In  1743,  among  the  privateers  fitted  out  by  the  Spaniards  at 
Havana,  was  a  "scoDnsr  haveing  Top-sails  and  Cross-jack  Yards  aloft," 
with  a  crew  of  one  hundred  men. — Boston  News-Letter. 


28  THE  SAILING  SHIPS  OF   NEW  ENGLAND 

In  October,  1752,  another  fishing  schooner  was  advertised  for  sale 
in  the  Boston  Gazette.  She  then  was  on  the  stocks,  "half  planked, 
about  50  tons,  with  a  streak  at  the  floor  head,  and  under  the  wale  2 
&  half  Plank,  and  none  but  white  oak  plank  and  timber  put  into  her. 
Trunnels  to  be  drove  in  tarr  and  cork'd,  named  The  Boston's  Beginning, 
being  the  first  to  be  off  the  Stocks,  design'd  for  the  Fishery ;  and  is 
judg'd  to  be  as  good  a  Sailor  as  ever  went  out  of  Marblehead.  .  .  . 
Miall  Bacon  of  Boston,  Shipwright." 

The  earliest  pictorial  representation  of  the  schooner  is  found  in 
William  Price's  Vieu  of  Boston,  engraved  in  1725,  where  two  schooners 
are  shown  at  anchor  in  the  harbor.     {See  page  27). 

The  bilander  was  a  type  of  two  masted  sailing  vessel  that  was  not 
uncommon   in   New   England   waters  during   the  first   half  of  the 
eighteenth  century.     It  was  a  kind  of  hoy  and  really  was  the  fore- 
runner of  the  brig.     The  long  mainsail  yard  on 
Bilander        the  mainmast  of  the  bilander  hung  fore  and  aft 
and  was  inclined  at  an  angle  of  about  forty-five 
degrees.     The   foremost   lower  corner  of  this  mainsail,   called   the 
"tack",  was  secured  to  a  ring-bolt  in  the  deck  about  the  middle  of  the 
vessel  and  the  aftermost  of  the  sail,  called  the  "sheet",  was  fastened 
to  the  taffrail.    This  gave  much  the  effect  of  the  lateen  sail  on  the 
mizzenmast  of  the   full  rigged  ship  of  that  period. 

A  bilander  owned  in  Boston,  with  its  cargo  of  grain,  was  captured 
by  a  Spanish  barca  longa  while  going  into  Lisbon  in  the  fall  of  1740. 
In  the  Boston  News-Letter  of  Mar.  11/18,  1742,  is  the  following  item 
of  news  .—"We  hear  from  Rhode  Island  [i.  e.  Newport]  that  the 
Billander  Young  Eagle  is  ready  to  sail  on  a  cruize  against  the  Spaniards 
having  on  board  135  able  seamen." 

Much  confusion  exists  concerning  the  various  rigs  of  vessels. 
Most  persons  at  all  familiar  with  the  sea  readily  recognize  the  ship, 
the  bark  or  barque,  and  the  schooner  with  from  two  to  seven  masts, 
but  the  older  rigs,— those  entirely  obsolete  and  others  just  passing 
out  are  little  known, — the  ketch,  the  snow,  the  topsail  schooner  and 
the  three  forms  of  the  brig. 

"The  American  brig  is  a  two-masted  vessel  entirely  or  partly  square 
rigged.     There  are  three   classes  of  brigs ;  the   full-rigged   brig,  the 
brigantine  and   the  hermaphrodite   brig  which  is 
The  Brig         sometimes  called  the  schooner-brig.  All  are  square- 
rigged  on  the  fore-mast  (first  mast)  and  in  this  re- 


THE   BRIGANTINE  29 

spect  they  are  all  alike.  The  mainmast  (second  mast)  is  different  in 
each  of  the  three  classes  and  it  is  on  the  mainmast  that  the  disinctive 
points  of  difference  are  found. 

"On  the  full-rigged  brig  both  masts  are  made  in  three  spars  and 
both  masts  are  square  rigged.  On  the  mainmast  there  is  a  standing 
gaff  to  which  is  rigged  a  small  fore-and-aft  sail.  In  other  respects 
both  masts  are  alike.     (See  Fig.  60) 

"On  the  hermaphrodite  brig,  or  half  brig*,  the  mainmast  is  made 
in  two  spars  and  carries  no  yards ;  but  it  has  a  fore-and-aft,  or  hoist 
and  lower  mainsail  and  a  gaff-topsail.     Themain- 
Hermaphro-      mast  is  made  and  rigged  like  the  mainmast  of  the 
DITE  Brig        ordinary  two-masted  schooner;  thus   the   herma- 
phrodite brig  may  be  said  to  be  half  brig  and  half 
schooner  and  in  some  ports  it  is  called  a  brig-schooner.   (See  Fig.  150) 
"On  the  brigantine  (See  Fig.  89)  the  mainmast  (second  mast)  is  also 
made  in  two  spars  and  has  a  fore-and-aft,  or  hoist  and  lower  main- 
sail and  is  like  the   mainmast  of   the   hermaphrodite   brig ;  but  the 
brigantine  does  not  carry  a  gaff-topsail.     In  place 
Brigantine       of  the   gaff-topsail  there  are  two  and  often  three 
yards  aloft  on  the  mainmast  over  the  large  fore- 
and-aft  mainsail.     On  these  yards  are  carried  a  square  main-topsail 
and,  in  the  case  of  three  main  yards  a  main-top-gallantsail.     There  is 
generally  no   sail   carried  on  the  lower  or  main  yard.     These   are 
small,  light  yards  and  are  rigged  and  handled  like  the  yards  on  the 
foremast.     The  brigantine  might  thus  be  considered  as  a  ccmprcmise 
between  the  full-rigged   brig   and   the  hermaphrodite   brig,  and  at  a 
distance  it  very  much  resembles  a  full-rigged   brig.     The  small  main 
yards,  or  jack  yards,  as  the  yards  carried  on  the  brigantine's  rrair- 
mast  are  often  called,  are  in  reality  of  but  little  use  and  are  of  more 
or  less  trouble  and  in  many  cases  they  hive  been  taken  off  and  a  gaff- 
topsail  rigged  in  their  place.     In  such  instances,  of  course,  the  brigan- 
tine becomes  a  hermaphrodite  brig. 

"The  full-rigged  brig  and  brigantine  are  entirely  obsolete  rigs  and 
probably  none  of  either  class  has  been  built  in  this  country  within 
the  past  sixty  or  seventy  years.  The  hermaphrodite  brig  is  also  fast 
becoming  obsolete  and  as  late  as  1916  but  four  brigs  of  this  class  are 
found  in  the  American  register. 

*When  the  hermaphrodite  brig  carries  one  or  more  square  topsails  on  the  main- 
mast she  is  frequently  called  a  "jackass  brig." 


30  THE  SAILING   SHIPS   OF   NEW   ENGLAND 

"The  topsail  schooner  (See  Fig.  134)  is  a  two-masted  vessel  having 
both  masts  made  in  two  spars.  The  mainmast  has  a  fore-and-aft  main- 
sail and  gaff-topsail   the  same  as  the  ordinary  two-masted  schooner. 
The  lower  foremast  is  made  a  little  shorter  than 
Topsail  the  corresponding  spar  of  the  mainmast  and  the 

Schooner  topmast  a  little  longer.  The  foresail  is  a  fore- 
and-aft  sail  and  has  no  gaff-topsail;  but  aloft, 
over  the  foresail,  there  are  two  and  sometimes  three  yards  on  which 
are  carried  a  square  fore-topsail  and  a  fore-top-gallant-sail.  There  is 
usually  no  sail  carried  on  the  lower,  or  fore  yard.  The  foremast  and 
the  sails  carried  on  it  are  exactly  like  the  mainmast  of  a  brigantine."* 
Where  there  are  square  topsails  on  both  masts  the  vessel  is  called  a 
double-topsail  schooner.     (See  Fig.  92) 

The  brig  was  a  favorite  rig  in  New  England  for  deep-sea  vessels 
during  the  eighteenth  century  and  well  into  the  next.  She  was  more 
easily  handled  than  the  ship  and  less  costly  to  fit.  This  rig  was 
sometimes  used  on  vessels  of  less  than  twenty-five  tons  and  after  the 
Revolution  on  vessels  of  considerable  tonnage.  The  brig  Sally  Brown, 
of  426  tons,  was  built  at  Newburyport  as  late  as  1865. 

In  1756,  Stephen  Brown  of  Charlestown,  advertised  in  the  Boston 
Gazette  for  information  concerning  the  hhg  Providence,  70  tons,  "British 
built  and  very  Moon  shap'd,  having  a  Horse  Head,"  which  sailed 
from  Cadiz  on  Mar.  2,  1756,  bound  for  Newfoundland  and  Boston. 
The  brig  was  commanded  by  one  Richard  Murphey,  "remarkable  for 
Inebriety,"  and  not  having  been  heard  from  after  sailing,  Stephen 
Brown  asked  for  information. 

The  snow  was  a  form  of  brig-rigged  vessel  that  was  in  frequent  use 

before  the  nineteenth  century  (See  Figs.  109,  287).     It  differed  from 

the  brig  in  that  the  try-sail  was  carried  by  a  small 

The  Snow         mast  set  just  abaft  of  the  mainmast,  its  foot  fixed 

in  a  block  of  wood  or  step  and  its  head  attached 

to  the  after  part  of  the  main-top.     The  "Snow  or  Barke  Sea  Flower, 

pinke  sterned,  about  20  Tons,"  was  built  in  1709  at  Newbury.     In 

1737,  a  snow  was  built  at  Ipswich,  "forty  eight  feet  and  half  a  foot 

Keel  Streight  Rabbet,  Eighteen  Inches  of  which  not  to  be  Tunaged 

for  &  nineteen  feet  Beam  of  Eight  feet  &  nine  Inches  Deep  in  the 

hold  between  Plank  &  Ceiling,  to  be  a  Vessell  with  two  Decks  &  to 

*See  "The  Marine  Room  of  the  Peabody  Museum  of  Salem,"  Salem,  1921. 


THE  SHIP 


31 


be  three  feet  &  nine  Inches  between  Decks,  the  rise  of  the  Quarter 
Deck  from  the  main  Deck  to  be  fifteen  Inches  &  to  be  Ten  feet  &  half 
a  foot  floor  between  Sir  mark  &  Sirmark*  the  dead  riseing  to  be 
Eight  Inches,  the  running  Plank  to  be  all  white  oake  &  two  Inches  & 
one  Quarter  Thick,  one  Streek  under  the  wale  &  one  Streek  next 
above  the  wale  to  be  of  three  Inch  white  oake  Plank,  the  wales  to  be 
four  Inches  thick  &  nine  Inches  in  Breadth  ;  the  Gunnel  wales  to  be 
six  Inches  Deep  &  three  Inches  Thick,  the  water  way  to  be  of  two  & 
half  Inch  white  Oake  Plank,  the  Other  Decks  to  be  of  two  Inch  Pine 
Plank,  the  waterways  upon  the  upper  Decks  to  be  of  three  Inch  white 
Oake  Plank,  two  streeks  upon  the  main  Deck  to  be  of  two  &  half  Inch 
white  Oake  Plank,"  .  .  .  t 

The  snow  rig  persisted  well  into  the  nineteenth  century  and  was 
not  then  differentiated  from  the  brig.  Sometimes  such  small  masts 
were  set  just  abaft  both  masts.   (See  Fig.  176) 

Richard  Hollingsworth  had  a  shipyard  at  Salem  Neck  as  early  as 
1637  and  in  1641  built  "a  prodigious  ship  of  300  Tons."  Two  years 
later  a  great  ship  was  built  at  Gloucester  by  William  Stevens,  "an 
able  shipwright"  who  had  previously  built  in 
The  Ship  England  many  noble  ships  including  the  Royal 
Merchant,  a  ship  of  six  hundred  tons.  In  1661, 
this  William  Stevens  was  building  at  Gloucester,  for  merchants  in  the 
Isle  of  Jersey,  a  ship  of  "68  foot  long  by  ye  keele,  &  23  foot  broad 
from  outside  to  outside,  &  9  &  1/2  feet  in  hold  under  ye  beame, 
with  two  decks,  forecastle,  quarter  deck  and  round  house,  ye  deck 
from  ye  mainmast  to  ye  forecastle,  to  be  5  foot  high,  with  a  fall  at 
the  forecastle  15  inches,  and  at  ye  mainmast  to  ye  quarter  deck  of  6 
inches  ;  the  great  Cabbin  to  be  6  foot  high."  The  local  representative 
of  the  foreign  owners  was  "to  find  all  Iron  work  carved  work  & 
joiners  in  time  soe  yt  ye  work  be  not  hindered,"  and  Stevens  was 
to  paid  at  the  rate  of  £3.  5.  0  per  ton. 

Shipbuilding  has  been  carried  on  at  some  time  or  other  at  almost 
every  seacoast  town  in  New  England  as  well  as  in  many  other  towns 
reached  by  navigable  streams.  Not  infrequently  vessels  of  consider- 
able size  were  built  near  the  homes  of  their  builders  and  when 
completed  were  loaded  on  wheels  or  rollers  and  hauled  to  a  suitable 

*Surmark^he  position  of  the  rib  and  fore  parts  of  the  wales  which  are  marked 
on  the  timbers. 

tNotarial  records  at  the  Essex  County  Court  House,  Salem. 


32  THE  SAILING  SHIPS  OF  NEW  ENGLAND 

launching  place,  The  largest  vessel  ever  built  in  the  town  of  Rowley 
was  the  Country's  Wonder,  of  ninety  tons,  the  keel  of  which  was  layed 
on  Rowley  Common,  and  when  completed  this  vessel  was  hauled  to 
the  river,  over  a  mile  and  a  half  distant,  by  more  than  a  hundred 
yoke  of  oxen. 

In  October,  1732,  "a  stately  Mast  Ship"  was  launched  at  Mr  Clark's 
shipyard  at  the  North  End  of  Boston,  an  abundance  of  spectators 
being  present.  The  Boston  News-Letter  states  that  it  was  thought  to 
be  the  largest  ship  ever  built  in  the  Province  "being  above  SCO  Tuns." 

The  ship  is  usually  of  larger  size  than  most  other  sailing  vessels 
and  has  three  masts  each  of  which  is  composed  of  a  lower  mast,  a 
topmast,  a  top-gallantmast  and  sometimes,  formerly,  a  royal  mast. 
The  rig  of  the  ship  is  well  known  to  all  interested  in  the  sea  and 
every  detail  is  shown  in  the  numerous  illustrations  that  follow.  The 
same  cannot  be  said  of  the  fittings  of  ships,  especially  as  they  must 
have  varied  somewhat  at  different  periods.  For 
Ship  example,  the  question   has   recently  been  asked  : 

Fittings  "When  did  the  capstan  first  come  into  use  in  the 

merchant  service?"  From  incidental  allusion  and 
from  old  inventories  and  commercial  papers  it  is  possible  to  recon- 
struct a  fair  idea  of  the  old  equipment  and  the  following  inventory, 
found  in  some  old  notarial  records  at  the  Essex  County  Court  House, 
at  Salem,  is  of  considerable  interest : 

"Inventory  of  Ship  Providence  Galley  about  Ninety  Tunns  with  most 
of  her  Standing  Rigging  with  her  masts  &  yards  Lying  Mored  In 
Salem  Harbour  Near  ye  Southfield.  To  a  sheet  cable  &  a  sheet 
anchor,  a  small  Bower  Cable  &  ditto  anchor,  a  Harser  &  a  small 
anchor.  Eight  great  Gunns  &  Gun  tacks,  to  81  Iron  round  shot,  25 
Double  headed  ditto,  to  an  Iron  Hatch  Barr  &  2  Scuttle  Barrs,  three 
poop  lights,  to  Three  Top  armour.  Two  Quart'r  Cloths,*  an  English 
Jack  &  pennant,  three  Goose  Necks  for  ye  Lanthorns,  to  a  mainsail, 
a  maintopsail,  a  foresail  &  foretopsail,  to  a  Mizen  sail  &  Mizen  Top- 
sail, a  spritsail  &  spritsail  topsail,  two  Top  Gallant  sails,  two  old  Stay 
sails,  one  old  foresail,  to  some  of  ye  standing  riging  &  ye  running 
being  34  Quoiles,  to  6  parrells  &  parrell  roapes,  4  parcel  of  Strapt 
blocks  &  other  Blocks  &  dead  Eyes,  2  Buoy  roapes,  2  catt  blocks,  a 
Tackle  Hooke,  an  Iron  Stirrup,  a  L  :  3,  2  Tarpolines,  Twelve  Water 
Caske,  about  71i.  Spun  yarne,  a  Bedstead,  a  Cabin  bell,  a  looking 
glass,  a  pinnace  &  3  oars,  14  Irons  for  boats  awning,  a  fine  wrought 

*Long  pieces  of  painted  canvas  fastened  along  the  rail  of  the  quarter  deck  to 
keep  out  the  spray. 


PAINT  ON   VESSELS  33 

Awning  cloth  for  ye  boat  and  aCarpett,  2  Sails  for  Pinnace,  Stuff  cur- 
tains for  ye  boat,  two  compasses,  a  half  Watch  Glass,  two  Half  Hour 
Glasses,  a  frying  pan.  a  spitt,  two  iron  potts,  a  pr.  pot  Hooks,  a  fork, 
an  ax,  a  handsaw,  a  small  Hammer,  an  adz,  two  augers,  a  drawing 
knife,  to  a  Caulking  Mallet,  4  Marling  Spicks,  3  shod  shouels,  two 
hand  pumps,  three  lanthorns,  six  Iron  Scrapers,  a  hand  lead  and  line, 
a  Deep  sea  Lead  &  line,  a  Bilbo  bolt,  a  half  minute  glass,  a  grindstone, 
a  Tin  dripping  pan,  2  Canns,  a  ladle,  a  wooden  platter,  3  padlocks, 
a  fishing  gig,  a  fish  Hook,  a  Copper  Sauce  panne,  a  parcel  of  old  nails 
&  Staples,  six  muskets,  4  Catouch  boxes.  Three  Brass  Blunderbusses, 
1  Iron  Ditto,  Six  Cutlasses,  three  ladles  &  worms,  three  spring  Staues, 
three  roape  ditto,  four  Crab  Handspecks,  a  parcell  of  match.  Two 
Gunne  Iron  Crows,  a  Gunne  Mallet,  Two  formers,  3  small  Tin  Pots,  a 
parcell  of  small  Hooks  &  lins  pins,  a  wormer,  &  Scourer  for  small 
arms,  nine  Catridge  Cases,  Two  Pump  Speers  &  pump  breaks,  2  Setts 
boxes,  a  Pump  hook,  a  parcell  of  priming  Irons  wire,  &c.  for  great 
gunns,  1  file  &  pr  Nippers,  Ships  Canvas  &  awning  cloth,  six  cane 
chairs,  a  Pewter  Bason,  6  pewter  Plates,  another  ax,  1  pr  small  Still- 
airds,  1  pr  bed  Window  Curtains,  about  3  Tunn  limestones  on  board 
ye  ship."     Salem,  March  16,  1703/4. 

The  bark  has  three  masts  and  is  square-rigged  like  a  ship  on  her 
fore  and  mainmast,  but  the  mizzenmast  carries  no  topsail  yards  the 
topsail   being  hung  by  a  gaff.     (See  Fig.  21)     A 
The  Bark        jackass-bark  has  no  cross-trees  and  no  tops  or  plat- 
forms over  the  heads  of  the  lower  masts  (See  Fig. 
36).     The  barkentine  is  square-rigged  on  the  foremast  with  fore-and- 
aft  sails  on  the  other  masts  {See  Fig.  153). 

In  the  early  days  small  ships  were  frequently  called  barks.  The 
bark  rig  did  not  come  into  general  use  in  New  England  until  after  1800. 
The  bark  Harriet  and  Eliza,  187  tons,  was  built  at  Haverhill  in  1793. 
Only  four  bark-rigged  vessels  were  built  on  the  Merrimack  river  pre- 
vious to  1831. 

At  how  early  a  date  vessels  were  painted  is  not  known.     Manu- 
scripts, illuminated  centuries  before  the  art  of  printing  was  discovered, 
preserve  drawings  of   shipping  indicating   that  the  hulls  of   vessels 
were  painted — at  least  in  the  minds  of  the  illumin- 
Paint  on  ators.     It  is  reasonable  to  suppose,  however,  that 

Vessels  ship-builders  at  an  early  date  would  devise  some 

means  of  preserving  the  surface  of  the  hulls  of  ves- 
sels from  decay  brought  about  by  exposure  to  the  action  of  saltwater. 
Pitch  and  a  composition  of  resin  and  tallow  were  used  on  ship's  bot- 


34  THE  SAILING   SHIPS   OF   NEW  ENGLAND 

toms  until  after  1760  when  copper  was  first  used  for  sheathing.* 
Various  experiments  had  previously  been  made  including  the  trial  of 
an  outside  sheathing  of  elm  boards  and  the  use  of  sheet  lead.  The 
earliest  mention  of  paint  that  we  have  found  in  connection  with  a 
New  England  vessel  is  in  1692.  In  an  account  of  provisions  supplied 
and  repairs  made  that  year  on  the  ship  Scanderberg,  William  Hall, 
master,  of  Boston,  while  on  a  voyage  to  Providence  (the  Bahamas) 
for  salt,  is  the  following  item  :  "painting  ye  vessel  £5."  This  docu- 
ment is  preserved  in  the  Massaclmsetts  Archives,  Vol.  61,  leaf  550. 
There  is  also  a  charge  for  "Sugar  Plums  and  Oatmeal  16/." 

The  Boston  newspapers  preserve  scraps  of  information  on  the  sub- 
ject. A  wreck  of  a  new  square-sterned  vessel  seen  near  Georges  bank 
in  April,  1705,  was  painted  yellow  and  had  considerable  carved  work 
on  her  stern  ;  and  in  July  of  the  same  year  the  wreck  of  a  new  ship 
was  found  on  Montenicus  rocks,  having  a  white  bottom  and  all  her 
carved  work  painted  yellow.  In  1707,  a  fishing  ketch  saw  a  small 
new  ship  painted  red,  with  "a  low  snug  head  and  low  forward," 
standing  out  of  Barnstable  Bay.  "  'Tis  feared  to  be  a  Roguef  by  his 
working,"  continues  the  account.  The  wreck  of  a  sloop  seen  off  Nan- 
tucket in  December,  1747,  had  a  white  bottom,  blue  stern  and  hants 
and  the  four  cabin  windows  had  a  white  moulding  around  them.  In 
1754,  a  wreck  of  about  400  tons  burden  was  reported  off  the  Capes 
of  the  Chesapeake,  that  "had  clean  Turpentine  sides."  In  1756,  a 
vessel  arriving  at  New  York  reported  passing  a  wreck.  "Two  of  her 
masts  had  parted,  and  were  alongside,  which  were  painted  yellow, 
with  some  black  streaks  like  mouldings  round  them."  A  dismasted 
sloop  of  eighty  tons  found  at  sea  near  the  Isles  of  Sables,  in  June, 
1756,  was  "painted  blue  on  her  stern,  and  had  Blue  Hants,  yellow 
streaks,  and  half-moon  hinges  on  her  Cabbin  Windows."  In  the  fall 
of  the  next  year  a  dismasted  sloop  was  sighted  off  the  Capes  of  the 
Chesapeake.  "Her  Quarters  were  painted  with  a  dirty  Blue,  with  a 
White  Scrowl."  About  the  same  time  a  wrecked  schooner  was 
sighted,  newly  sheathed,  the  upper  streak  was  yellow,  with  a  rise  aft 
which  took  in  her  mainmast  and  pumps,  "and  had  a  Sea-Horse  Head." 
The  wreck  of  a  new  sloop  sighted  off  New  York  harbor  in  1761,  had 

*An  old  formula  for  "paying"  a  vessel's  bottom  was  one  part  tallow,  one  part 
brimstone  and  three  parts  resin.  One  hundred  and  forty  pounds  would  be  used 
for  a  vessel  of  one  hundred  and  forty  tons. 

tA  pirate. 


ACCOMMODATIONS  FOR   PASSENGERS  35 

her  stern  and  quarters  painted  green.     A  topsail  schooner  frcm  Casco 
Bay,  Maine,  that  was  boarded  by  a  tide  surveyor  below  Philadelphia, 
in  February,  1775,  was  "deep  waisted,  with  two  small  ports  on  each 
side  of  the  waist,  brown  bottom  and  her  quarters  painted  light  blue." 
"Painter's  colors"   were   advertised  in  the   Boston  News-Letter,    as 
early  as  March,  1711.     "All  Sorts  of  Colours  ground  in  Oyle,  fit  for 
Painting,  by  Wholesale  or  Retail"  were   advertised  in  1724.     John 
Merritt  who  kept  a  shop  in  King's  Street,  Boston,  in  1738,  advertised 
for  sale  "White  lead.  Red  lead,  Spanish  white,  Spanish  brown,  Spruce 
yellow.  Fine  Smalts  (3  Sorts),  Vermilian  Red,  Indian  Red,  Ruddle, 
Terraumber,  Carmine  and  other  Fine  Colours  (Sixteen  in  Number) 
for  Oyl  or  Water."     He  also  sold  "Linseed  Oyl,  Nut  Oyl,  Turpentine 
Oyl,  Varnish."     Lampblack  was  available  and  several  red  and  yellcw 
earths  had  been  found   that  were   used  for  painting,   while  hog's 
bristles  were  to  be  had  everywhere.     Doubtless  more  or  less  of  this 
paint  was  used  in  house  painting  but  much  must  have  been  used  on 
vessels  and  boats.     The  carved  figureheads  carried  by  all  ships  must 
have  been  protected  and  also  rendered  more  realistic  by  the  use  of 
paint,  and  this  was  also  true  of  the  "gingerbread  work"  about  the 
cabin  windows  and  the  stern.     In  war  ships,  below  decks,  the  gun 
carriages  and  all  the  surfaces  were  painted  a  dull  red  which  prevented 
human  blood,  spattered  about  during  a  battle,  from  becoming  too 
conspicuous. 

The  ship  Sooloo,  of  440  tons,  built  at  Salem  in  1840,  had  an  un- 
painted  hull  {See  Fig.  262),  and  doubtless  many  other  vessels  were 
sent  to  sea  with  "turpentine  sides",  long  after  the  use  of  paint  became 
common. 

Very  little  is  known  at  the  present  time  concerning  life  on  board 
ship  in  the  early  times  and  especially  as  to  the  accommodations  pro- 
vided for  passengers.     On  the  vessels  tha"  brought  over  emigrants  in 
any   number,   the  living  conditions  during  the 
Accommodations    voyage  must  have  been  well-nigh  intolerable  be- 
FOR  Passengers     cause  of  crowding   many    people  into    limited 
space  and  also  lack  of  the  necessary  conveniences 
of  life  and  the  meagre  equipment.     During  the  period  of  the  German 
emigration,  and  that  from  northern  Ireland  in  the  mid-eighteenth  cen- 
tury, there  was  frequently  a  high  mortality  during  the  voyage  and  some- 
times when  it  was  of  unusual  length  the  supply  of  food  and  water  ran 
short  and  there  was  terrible  suffering.     Doubtless  some  attempt  was 


36  THE  SAILING  SHIPS  OF   NEW  ENGLAND 

made  to  separate  the  sexes  and  the  famihes  but  cases  are  found  in  the 
court  records  from  time  to  time  in  which  deposition  or  testimony  clearly 
show  that  living  conditions  on  shipboard  in  the  early  days  were  de. 
cidedly  of  a  miscellaneous  character.  It  is  known  that  sometimes  in 
the  more  regular  passenger  service  the  main  cabin  was  parted  cff  at 
night  by  means  of  curtains.  Small  cabins  also  were  built  and  especi- 
ally in  the  larger  ships.  It  is  impossible  to  imagine  that  it  could  be 
otherwise,  for  officials  and  their  wives  were  frequently  crossing  the 
ocean,  and  Boston  shopkeepers,  London  merchants  and  speculators 
were  constantly  going  abroad  to  buy  or  to  sell. 

The  captain's  cabin  had  its  steward  and  there  the  food  and  service 
undoubtedly  were  better  than  that  provided  forward  where  all  slept 
in  canvas  hammocks  slung  from  hooks  in  the  deck  timbers  overhead 
and  served  themselves  from  the  galley.  The  foul  odors  below  deck 
and  the  unsanitary  conditions  are  part  of  the  lore  of  the  sea.  "Ship 
feaver"  was  well  known  to  all  physicians  practicing  in  seaport  tcvins. 
At  the  time  of  the  Revolution  well  ventilated  toilet  acccmmcdaticns 
were  provided  for  the  crew  in  the  bow  of  the  larger  vessls,  usually 
on  the  berth  deck.* 

In  those  days  the  cooking  on  shore  was  done  in  an  open  fireplace. 
So,  too,  on  ship  board  there  was  provided  an  open  "hearth"  made  of 
cast  iron  and  weighing  from  four  to  eight  hundred  pounds.  This  was 
fastened  to  the  deck  and  its  "chimney"  was  screened  by  a  "smoke 
sail."  The  chimney  was  sometimes  made  of  soapstone  but  usually 
it  was  cast  iron.  Advertisements  or  references  to  ship's  "hearths" 
and  to  "cabin  stoves"  may  be  frequently  noted  in  the  newspapers  of 
the  time.  In  1720,  the  appurtenances  of  the  ship  Thcmas  and  Benja- 
min, wrecked  on  the  coast  of  South  Carolina,  were  brought  to  Boston 
and  sold  at  vendue.  Included  were  "one  Iron  Hearth  weighing  about 
7  C.  weight,  one  large  double  Copper  Furnace  belonging  to  it.  Fen- 
der, Shovel  and  Tongs  belonging  to  Cabin  Stove,"  etc.  Hearths  were 
used  in  small  vessels  as  well  ss  on  the  larger  ones,  for  fire  broke  out 
on  a  small  sloop  lying  at  Long  Wharf,  Boston,  in  November,  1731, 
"occasioned  thro'  some  defect  in  the  Hearth."  In  the  summer  of 
1730,  a  new  ship  lying  at  anchor  in  Boston  harbor  was  struck  by 
lightning  which  "melted  the  top  of  the  iron  spindle  of  the  vane  of  the 
mainmast"  and  passing  through  the  long  boat,  which  lay  on  the  deck, 

*Middlebrook — The  Connecticut  Ship  "Defence,"  Hartford,  1922. 


VIEW  OF  CASTLE  WILLIAM,  BOSTON  HARBOR.  IN  1729 

AND  A  SHIP  OF  THE  PERIOD. 

From  the  only  known  copy  of  an  engraving  probably  by  John  Harris  after  a  drawing 

by  William  Burgis  published  Aug.  11,  1729  by  William  Price  of  Boston. 


38  THE  SAILING  SHIPS  OF  NEW  ENGLAND 

killed  two  men  and  injured  two  others  as  "they  were  eating  together 
off  the  Hen-Coop,  near  the  Main  Mast." 

Travelers  to  America  or  abroad,  in  their  printed  accounts  of  travel, 
seldom  comment  at  length  on  the  voyage  and  rarely  mention  their 
quarters  on  board  ship.  One  description,  however,  has  come  to  our 
attention, — that  of  a  New  Englander  going  abroad  in  1760, — which 
merits  attention. 

Jacob  Bailey,  a  native  of  Rowley,  Mass.,  and  a  graduate  of  Harvard 
College,  having  prepared  for  the  ministry  and  been  licensed  to 
preach,  determined  to  obtain  orders  in  the  Church  of  England  and  so, 
through  the  intervention  of  friends,  took  passage  frcm  Boston  for 
London  in  the  Hind,  a  twenty-gun  ship,  which  sailed  from  Nantasket 
Roads,  in  company  with  six  other  vessels,  on  Jan.  19,  1760.  Mr. 
Bailey  kept  a  diary  of  the  voyage  and  his  description  of  the  accom- 
modations which  the  ship  supplied,  the  life  on  board,  and  the  men 
with  whom  he  was  brought  in  contact,  is  a  surprisingly  vivid  picture 
of  strange  and  uncouth  conditions  attending  passenger  service  to 
England  in  the  mid-century.  The  ship  lay  at  anchor  in  the  harbor 
and  Mr.  Bailey  went  out  to  her  in  a  small  boat. 

"The  wind  was  blowing  strong  and  it  was  some  time  before  we 
could  get  on  board  ship.  At  length,  with  difficulty,  I  clambered  up 
the  side  and  found  myself  in  the  midst  of  a  most  horrid  confusion. 
The  deck  was  crowded  full  of  men,  and  the  boatswain's  shrill  whistle, 
with  the  swearing  and  hallooing  of  the  petty  officers,  almost  stunned 
my  ears.  I  could  find  no  retreat  from  this  dismal  hubbub,  but  was 
obliged  to  continue  jostling  among  the  crowd  above  an  hour  before  I 
could  find  anybody  at  leisure  to  direct  me.  At  last,  Mr  Letterman, 
the  Captain's  steward,  an  honest  Prussian,  perceiving  my  disorder, 
introduced  me  through  the  steerage  to  the  lieutenant.  I  found  him 
sitting  in  the  great  cabin.  He  appeared  to  be  a  young  man,  scarce 
twenty  years  of  age,  and  had  in  his  countenance  some  indications  of 
mildness.  Upon  my  entrance  he  assumed  a  most  important  look  and 
with  a  big  voice  demanded  to  know  my  request.  I  informed  him 
that  I  was  a  passenger  on  board  the  Hind,  by  permission  of  Capt. 
Bond,  and  desired  that  he  would  be  civil  enough  to  direct  me  to  the 
place  of  my  destination.  He  replied  in  this  laconic  style  :  'Sir,  I  will 
take  care  to  speak  to  one  of  my  mates.'  This  was  all  the  notice,  at 
present.  But  happily,  on  my  return  from  the  cabin,  I  found  my  chest 
and  bedding  carefully  stowed  away  in  the  steerage.  In  the  mean 
time  the  ship  was  unmoored  and  we  fell  gently  down  to  Nantas- 
ket. .  .  . 

"I  observed  a  young  gentleman  walking  at  a  distance,  with  a  pen- 


ACCOMMODATIONS   FOR   PASSENGERS  39 

sive  air  in  his  countenance.  Coming  near  him,  in  a  courteous  manner 
he  invited  me  down  between  decks  to  a  place  he  called  his  berth.  I 
thanked  him  for  his  kindness  and  readily  followed  him  down  a  ladder 
into  a  dark  and  dismal  region,  where  the  fumes  of  pitch,  bilge  water, 
and  other  kinds  of  nastiness  almost  suffocated  me  in  a  minute.  We 
had  not  proceeded  far  before  we  entered  a  small  appartment,  hung 
round  with  damp  and  greasy  canvas,  which  made,  on  every  hand,  a 
most  gloomy  and  frightful  appearance.  In  the  middle  stood  a  table 
of  pine,  varnished  over  with  nasty  slime,  furnished  with  a  bottle  of 
rum  and  an  old  tin  mug  with  a  hundred  and  fifty  bruises  and  several 
holes,  through  which  the  liquor  poured  in  as  many  streams.  This 
was  quickly  filled  with  toddy  and  as  speedily  emptied  by  two  or  three 
companions  who  presently  joined  us  in  this  doleful  retreat.  Not  all 
the  scenes  of  horror  about  us  could  afford  me  much  dismay  till  I  re- 
ceived the  news  that  this  detestable  appartment  was  allotted  by  the 
captain  to  be  the  place  of  my  habitation  during  the  voyage! 

"Our  company  continually  increased,  when  the  most  shocking  oaths 
and  curses  resounded  from  every  corner,  some  loading  their  neighbors 
with  bitter  execrations,  while  others  uttered  imprecations  too  awful 
to  be  recorded.  The  persons  present  were  :  first,  the  captain's  clerk, 
the  young  fellow  who  gave  me  the  invitation.  I  found  him  a  person 
o^  considerable  reading  and  observation  who  had  fled  his  native 
country  on  account  of  a  young  lady  to  whom  he  was  engaged.  Sec- 
ond, was  one  John  Tuzz,  a  midshipman  and  one  of  my  messmates,  a 
good-natured,  honest  fellow,  apt  to  blunder  in  his  conversaticn  and 
given  to  extravagant  profaneness.  Third,  one  Butler,  a  minister's 
son,  who  lived  near  Worcester,  in  England.  He  was  a  descendant 
from  Butler,  the  author  of  Hudibras,  and  appeared  to  be  a  man  of 
fine  sense  and  considerable  breeding,  yet,  upon  occasion,  was  extreme- 
ly profane  and  immodest,  yet  nobody  seemed  a  greater  admirer  of 
delicacy  in  women  than  himself.  My  fourth  companion  was  one 
Spears,  one  of  the  mates,  a  most  obliging  ingenious  young  gentleman 
w^ho  was  most  tender  of  me  in  my  cruel  sickness.  Fifth  :  one  of  our 
company  this  evening  was  the  carpenter  of  the  ship  who  looked  like  a 
country  farmer,  drank  excessively,  swore  roundly  and  talked  extrava- 
gantly. Sixth  :  was  one  Shephard,  an  Irisn  midshipman,  the  greatest 
champion  of  profaneness  that  ever  fell  under  my  notice.  I  scarce 
ever  knew  him  to  open  his  mouth  without  roaring  out  a  tumultuous 
volley  of  stormy  oaths  and  imprecations.  After  we  had  passed  away 
an  hour  or  two  together,  Mr.  Lisle,  the  lieutenant  of  marines,  joined 
our  company.  He  was  about  fifty  years  of  age,  of  gigantic  stature, 
and  quickly  distinguished  himself  by  the  quantities  of  liquor  he  poured 
down  his  throat.     He  also  was  very  profane. 

"About  nine  o'clock  the  company  began  to  think  of  supper,  when 
a  boy  was  called  into  the  room.  Nothing  in  human  shape  did  I  ever 
see  before  so  loathsome  and  nasty.     He  had  on  his  body  a  fragment 


40  THE  SAILING   SHIPS   OF   NEW   ENGLAND 

only  of  a  check  shirt,  his  bosom  was  all  naked  and  greasy,  over  his 
shoulders  hung  a  bundle  of  woolen  rags  which  reached  in  strings  al- 
most down  to  his  feet,  and  the  whole  composition  was  curiously 
adorned  with  little  shining  animals,  The  boy  no  socner  made  his 
appearance  than  one  of  our  society  accosted  him  in  this  gentle  lan- 
guage :     'Go,  you rascal,  and  see  whether  lobscouse  is  ready.' 

Upon  this  the  fellow  began  to  mutter  and  scratch  his  head,  but  after 
two  or  three  hearty  curses,  went  for  the  galley  and  presently  returned 
with  an  elegant  dish  which  he  placed  on  the  table.  It  was  a  compo- 
sition of  beef  and  onions,  bred  and  potatoes,  minced  and  stewed  to- 
gether, then  served  up  with  its  broth  in  a  wooden  tub,  the  half  of  a 
quarter  cask.  The  table  was  furnished  with  two  pewter  plates,  the 
half  of  one  was  melten  away,  and  the  other,  full  of  holes,  was  more 
weather-beaten  than  the  sides  of  the  ship;  one  knife  with  a  bone 
handle,  one  fork  with  a  broken  tine,  half  a  metal  spoon  and  another, 
taken  at  Quebec,  with  part  of  the  bowl  cut  off.  When  supper  was 
ended,  the  company  continued  their  exercise  of  drinking,  swearing 
and  carousing,  till  half  an  hour  after  two,  when  some  of  these  oblig- 
ing gentlemen  made  a  motion  for  my  taking  some  repose.  Accord- 
ingly, a  row  of  greasy  canvas  bags,  hanging  overhead  by  the  beams, 
were  unlashed.  Into  one  of  them  it  was  proposed  that  I  should  get, 
in  order  to  sleep,  but  it  was  with  the  utmost  difficulty  I  prevented 
myself  from  falling  over  on  the  other  side.  ... 

"The  next  day,  towards  evening,  several  passengers  came  on  board, 
viz.:  Mr  Barons,  late  Collector,  Major  Grant,  Mr  Barons' footman, 
and  Mrs.  Cruthers,  the  purser's  wife,  a  native  of  New  England.  After 
some  considerable  dispute,  I  had  my  lodgings  fixed  in  Mr  Pearson's 
berth,  where  Master  Robant,  Mr  Barons'  man,  and  I  agreed  to  lie 
together  in  one  large  hammock." 

Such  were  the  accomodations  of  the  petty  officers'  mess  en  beard 
a  twenty-gun  ship  of  1760  in  the  New  England  service. 

Jacob  Bailey  crossed  the  Atlantic  in  a  heavily  armed  ship,  in  every 
sense  a  war  vessel.  At  the  same  time,  as  before  and  after,  there  were 
packet  ships  making  voyages  at  regular  intervals  and  bringing  from 
England  the  great  variety  of  manufactured  products  required  by  a 
Province  that  was  growing  in  wealth.  These  packet  ships  also  car- 
ried passengers  and  sailing  on  somewhat  regular  schedules  depended 
upon  a  profit  made  from  freight  and  passage  money  rather  than  from 
cargoes  shipped  by  their  owners.  In  1762,  a  line  of  "pacquet  sloops" 
was  plying  weekly  between  Newport,  R.  I.  and  New  York,  "to  trans- 
port Passengers  and  merchandize  .  .  .  Every  Cabin  Passenger,  one 
Pistole,  Steerage  ditto.  Two  Dollars.  .  .  .  a  Two  Wheel  Carriage,  one 
Pistole ;  a  Horse  or  Cow,  one  Pistole.     All  Baggage  as  Customary." 


CLIPPER-SHIPS 


41 


Letters  were  delivered  at  the  Post  Office  at  four  pence  each.  The 
freight  on  cask  goods  was  thirty-two  shilHngs  a  ton ;  bar  iron  was 
sixteen  shillings  a  ton;  rum,  eight  shillings  a  hogshead;  and  butter, 
nine  pence  a  firkin.  After  the  War  of  1812  several  lines  of  packet 
ships  were  established  sailing  from  Boston  and  New  York,  making 
quick  passages  and  furnishing  comfortable  cabin  accommodations 
for  passengers.  In  1837,  the  cabin  passage  from  New  York  to  Liver- 
pool cost  $140.  which  included  "provisions,  wines,  beds,  etc.  Each 
ship  has  a  separate  cabin  for  ladies  and  each  stateroom,  in  the  re- 
spective cabins,  will  accommodate  two  passengers."* 

Not  long  after  this  there  came  a  demand  for  larger  and  swifter 
sailing  vessels  which  resulted  in  the  clipper-ship,  that  wonder  of 
marine  architecture.  The  clipper-ship  undoubtedly  was  a  develop- 
ment of  the  type  of  vessel  built  about  the  Chesapeake  Bay  not  long 
after  the  year  1800,  that  was  usually  schooner-rigged  and  carried 
much  canvas.  The  "Baltimore  clippers,"  (S^eFig. 
Clipper-  134)  as  they  came  to  be  known,  were  built  with 

Ships  sharp  ends,  the  bow  cutting  through  the  waves 

instead  of  bluntly  striking  them.  The  slender 
stern,  with  its  deep  under-cutting,  was  a  modification  of  earlier  lines 
that  facilitated  the  passage  of  the  hull  through  the  water.  It  slid 
cleanly  through  the  dead-water  behind  the  vessel  with  a  minimum  of 
resistance.  The  hull  of  the  clipper-ship  was  also  lengthened  to  an  un- 
heard-of extent  in  proportion  to  its  width.  The  Flying  Cloud  {See 
Fig.  97)  built  at  East  Boston  in  1851  by  Donald  McKay,  measured 
229  feet  in  length  on  the  deck  and  only  forty  feet  and  eight  inches  in 
breadth.  It  is  small  wonder  that  on  her  first  voyage  she  logged  1256 
miles  in  four  consecutive  days  and  made  one  day's  run  of  374  miles. 
The  word  clipper,  as  applied  to  a  fast  vessel,  is  supposed  to  have  orig- 
inated in  the  Pennsylvania  -  German  word  Klepper,  meaning  a  fast 
horse. 

The  cHpper-ship  rapidly  came  into  prominence  with  the  great  de- 
mand for  speedy  transportation  incidental  to  the  California  gold 
discovery.  This  type  of  vessel  was  also  largely  employed  in  the  China 
tea  trade  for  unlike  wine,  which  is  improved  by  the  long  sea  voyage, 
tea  quickly  loses  it  delicate  flavor  and  quality  when  kept  in  the  ship's 
hold.  Much  has  been  written  concerning  the  remarkable  voyages 
made  by  these  chppers  and  one  volume — "The  Clipper  Ship  Era,"  has 

*McCullough's  Commercial  Dictionary,  1839. 


42  THE  SAILING   SHIPS  OF   NEW  ENGLAND 

become  a  classic  in  marine  literature.  The  very  recent  death  of  its 
author,  Capt.  Arthur  H.  Clark,  deprives  us  of  a  further  contribution 
on  this  subject,  which  Captain  Clark  had  in  preparation  for  the  pres- 
ent volume,  embodying  later  results  of  his  painstaking  investigations. 
The  yacht  is  of  Dutch  origin,  the  "word  in  the  seventeenth  century 
signifying  a  transport  for  royalty  or  some  individual  of  distinguished 
rank."     At  that  time  it  was  usually  rigged  with  two  masts  but  with 

no  headsails.     The  stern  was  high  and  decorated 
Early  with  much  carving  and  gilt.     When  Charles  II  was 

Yachts  restored  to  the  throne  in  1660  he  came  over  from 

Holland  in  a  Dutch  yacht  and  the  type  of  vessel 
soon  became  popular  in  England.  Royal  yachts  were  commonly 
rigged  as  ketches.  In  1769,  when  Falconer  pubHshed  his  Marine 
Dictionary,  he  noted  that  "private  pleasure-vessels  when  sufficiently 
large  for  a  sea-voyage,  are  also  termed  yachts." 

The  sloop  Jefferson,  built  in  Salem  in  1801,  for  George  Crowinshield, 
is  often  referred  to  as  the  first  pleasure  yacht  in  America.  She  was 
thirty-five  feet  long,  of  twenty-tw^o  tons  burthen,  and  at  one  time  was 
rigged  as  a  schooner.  Cleopatra's  ^arg"^  (Se^  Fig.  47),  launched  in 
1816  and  built  for  the  same  owmer,  was  the  first  American  yacht  of 
note  and  the  first  to  cross  the  Atlantic.  It  appears,  however,  that 
Sir  William  Pepperrell,  Bart.,  of  Kittery,  Maine,  died  possessed  of  a 
pleasure  yacht,  the  "Molly  Yatch,  being  a  fine  schooner  almost  new, 
burthen  about  100  Tons,"  which  was  advertised  to  be  sold  in  the  Dec. 
3,  1759  issue  of  the  Boston  Gazette.  The  Royal  Governors  of  the  Pro- 
vince of  New  York  also  were  using  a  yacht  before  1750  whenever 
business  required  a  journey  up  the  Hudson  river  and  there  are  several 
references  to  yachts  owned  by  Col.  Lewis  Monis  and  others,  in  New 
York,  from  1717  to  1746.*  Nathaniel  Hawthorne  while  visiting 
Thomaston,  Maine,  in  1837,  commented  on  the  condition  of  the  estate 
formerly  owned  by  General  Knox  and  wrote  in  his  Note  Book : — "On 
the  banks  of  the  river,  where  he  intended  to  have  one  wharf  for  his 
his  own  West  India  vessels  and  yacht,  there  are  two  wharves,  with 
stores  and  a  lime-kiln."  Hawnhorne  states  that  the  time  w^as  forty 
years  before,  /.  e.  in  1797. t 

Very  little  appears  to  have  been  written  upon  the  nautical  instru- 
ments used  on  the  early  ships,  although  it  is  frequently  asked  "What 

*Clark,  History  of  Yachting,  page  136. 
THawthorne,  American  Notes,  Aug.  12,  1837. 


SIXTEENTH  CENTURY  ARABIAN  ASTROLABE 
1-2  inches  in  diameter.     From  Peabody  Museum,  Salem. 


44  THE  SAILING  SHIPS   OF  NEW   ENGLAND 

nautical  instruments  did  Columbus  use   and   what  were  used  on  the 

Mayflower?"    And  coming  down  to  comparatively  recent  times,  "What 

instruments  were  available  and  were  actually  used 

Nautical  on  the  vessels  during  the  commercial-marine 
Instruments  activities  following  the  American  Revolution  and 
up  to  the  time  of  the  appearance  of  steamships?" 
These  questions  are  often  asked,  not  only  by  landsmen  but  by  sea- 
faring men  as  well.  The  shipmaster  of  today  uses  instruments  so 
different  from  those  of  Colonial  times,  or  even  of  the  earlier  years  of 
the  nineteenth  century,  that  unless  he  has  a  penchant  for  research  he 
knows  nothing  about  the  earlier  ones  and  certainly  not  hew  to  use 
them  if  by  chance  they  come  to  his  notice.  Holding  in  his  hand  a 
Davis  quadrant,  the  skilful  navigator  of  Salem's  last  square-rigger, 
the  ship  Mindoro,  which  passed  out  of  service  in  1897,  said :  "I  have 
no  idea  how  to  use  it  and  I  do  not  believe  that  there  is  a  shipmaster 
sailing  out  of  Boston  today  who  does."  The  Davis  quadrant  was  in 
common  use  all  through  the  eighteenth  century  and  probably  later. 
It  is  figured  and  explained  in  a  book  on  navigation  as  late  as  1796. 
The  English  navigator,  John  Davis,  the  inventor  of  this  quadr^rt,  in 
his  "Seaman's  Secrets,"  printed  in  1594,  gives  a  list  of  instruments 
which  should  be  taken  on  ships,  but  it  is  to  be  feared  few  vessels 
carried  them  all  or  that  owners  were  able  to  provide  them.  It  includ- 
ed,—  sea-compass,  cross-staff,  chart,  quadrant,  astrolabe,  instrument 
to  test  compass  variation,  horizontal  plane  sphere,  and  paradoxical 
compass. 

The  astrolabe  was  devised  during  the  first  millennium  and  Arabian 

astronomers  had   perfected  it   as  early  as  the  year  700.     It  is  really 

the  basis  of  all  future  instruments  of  its  class, — 

Astrolabe  cross-staff,  quadrant,  sextant.  Seme  of  the  m.ost 
beautiful  astrolabes  preserved  in  museums  are 
those  made  for  Persian  astronomers  in  the  sixteenth  and  seventeenth 
centuries.  If  Columbus  had  one  it  probably  was  the  form  devised 
by  Martin  Behaim  which  had  been  adapted  for  use  at  sea  about  the 
year  1480.  Observations  with  the  astrolabe  required  three  persons, 
one  to  hold  the  instrument  plumb  by  the  ring,  another  to  sight  the 
sun  and  adjust  the  arm,  and  the  third  to  read  the  scale.  With  these 
difficulties  observations  were,  of  course,  far  from  accurate,  but  approx- 
imate time  and  latitude  could  be  obtained.  Another  device  was  the 
ring-dial,  or  universal  ring-dial  as  the  old  works  on  navigation  called 


CROSS-STAFF   OR   FORE-STAFF 


45 


it  This  differed  from  the  astrolabe  by  having  adjustable  rings  with 
the  hours  and  scales  engraved  upon  them.  Ring  dials  were  in  use  in 
New  England  and  as  late  as  1716  were  advertised  for  sale  in  Ecstcn. 


UNIVERSAL  RING-DIAL. 
Diameter  3  1-2  inches.     Handle  missing.    Owned  by  Mr.  Parker  Kemble. 

The  cross-staff,  or  fore-staff,  consisted  of  a  four-square  red  of  hard 

wood,  thirty-six  inches  long  with  four  cross  pieces  made  to  slide  upcn 

it  at  right  angles.     These  were  of  different  lengths 

Cross-staff       and  were  known  as  the  ten,  thirty,  sixty  and  ninety 

OR  cross,  and  were  used  singly  upon  the  staff  accord- 

Fore-staff       ing  to  the  height  of  the  sun  or  star  at  the  time  of 

the  observation.     By  sliding  the  cross-piece  up  or 

down  and  sighting  from  the  end   of  the  staff  until  the   sun  was  seen 

at  one  end  of  the  cross  and  the  horizon  at  the  other,  the  figure  at  the 


46 


THE  SAILING   SHIPS   OF   NEW   ENGLAND 


junction  of  the  cross  and  staff  on  the  side  to  which  that  particular 
cross  belonged  indicated  the  sun's  altitude  and  from  this  the  latitude 
was  obtained.  Governor  Winthrop,  while  on  his  voyage  to  New 
England,  records  in  h\s  Journal,  on  April  15,  1630  :— "at  noon  our 
captain  made  observation  by  the  cross-staff,  and  found  we  were  in 
forty-seven  degrees  thirty-seven  minutes  north  latitude." 


SEVENTEENTH  CENTURY 

MARINER  USING  A 

CROSS-STAFF 

From  Seller's  "Practical 

Navigation,"  London,  1676. 


SEVENTEENTH  CENTURY 

MARINER  USING  DAVIS' 

QUADRANT 

From  Seller's  "Practical 

Navigation,"  London,  1676. 


Based  on  this  instrument,  by  laying  out  the  circle  on  a  table,  John 
Davis  the  explorer,  devised   his  quadrant  in   1586.     At  first  the  ob- 
server used  it  by  facing  the  sun,  as  the  cross-staff 
Quadrant        had  been   used,  but  a  better  form  was  made  later 
where  the  observer  had  the  sun  at  his  back.     This 
instrument  has  been  called  by   sailors  "jackass  quadrant"   and,  sup- 
posedly from  its  shape,  "hog-yoke."     In  early  books  on  navigation  it 
is  called  "sea-quadrant,"  and  it  was  also  known  as  a  "back-staff,"  in 
distinction   from  the  "fore-staff"  which   continued    in   use   for  many 


THE   QUADRANT 


47 


years  after  Davis  invented  the 
quadrant.  The  earher  form 
used  by  the  observer  standing 
back  to  the  sun  had  a  sohd 
"shade  vane"  which  sHd  along 
the  smaller  arc  of  the  instru- 
ment. By  adjusting  this  a  little 
short  of  the  supposed  altitude 
of  the  sun  and  sighting  the 
horizon  through  the  minute 
hole  in  the  "sight  vane"  until  it 
was  seen  through  the  "horizon 
vane"  at  the  apex  of  the  instru- 
ment, and  then  gradually  mov- 
ing the  "sight  vane"  along  the 
larger  arc  until  the  shadow  of 
the  "shade  vane"  met  the  hori- 
zon Hne,  the  sum  of  the  de- 
gfees,  on  the  two  scales  indi- 
cated the  sun's  altitude.  This 
was  really  the  second  form  of 
the  Davis  quadrant.  In  the 
third  form,  the  solid  "shade 
vane"  was  replaced  by  one  with 
a  low-power  lens  inserted  in  it 
arranged  to  focus  on  the  "hori- 
zon vane,"  thus  approaching 
the  idea  of  the  reflected  sun  in 
the  Hadley  quadrant  and  the 
sextant.  A  most  interesting 
instrument,  half-way  between 
a  cross-staff  and  the  Davis  quadrant,  is  illustrated  in  Seller's  book 
«  on  navigation  published  in  1676.  He  calls  it  a  "Plough."  Above,  it 
'has  the  small  arc  of  the  Davis  quadrant  with  the  sliding  rod  of  the 
cross-staff  below. 

The  Davis  quadrants  were  usually  made  of  ebony,  rosewood,  or  other 
dark  woods,  with  boxwood  scale-arcs  and  could  be  made  by  expert 
wood-workers.     The  numerous  examples  preserved  attest  the  skill  of 


DAVIS  QUADRANT. 
"Made  by  William  Williams  in  King  St.  Bos- 
ton." An  ivory  plate  has  "Malachi  Allen 
1768."  Mahogany,  24  inches  long,  convex 
glass  in  the  shade  vane ;  fine  example  of 
cabinet  wo/k.    In  Peabody  Museum,  Salem. 


48 


THE  SAILING  SHIPS   OF   NEW   ENGLAND 


the  old  cabinet-makers,  for 
they  are  never  warped  or  twist- 
ed while  their  jointing  is  a 
Chinese  puzzle. 

Whether  the  compass  was 
independently  invented  in 
Europe  or  was  borrowed  from 
the  Chinese  is  uncertain.  Old 
marine  compasses  were  set  in 
gimbals.  The  magnet  was  a 
thin  bar  attached,  usually  with 
sealing  wax,  to  the  under  side 
of  the  compass  card,  the  whole 
mounted  in  a  thin  bowl  of 
turned  wood.  These  were 
the  compasses  of  the  eight- 
eenth century.  There  is  one 
in  the  Salem  Marine  Museum 
inscribed, — "Benjamin  King 
Salem  in  New  England,"  with 
the  date  "1770"  cut  in  the 
box  ;  another  has  the  mark  of 
Benjamin  King,  1790.  A  sur- 
veyor's compass,  wooden 
throughout,  including  wooden 
sights,  is  inscribed, — "Made  by  James  Halsey*  near  ye  draw  bridge 
Boston."  The  liquid  compass,  first  suggested  by  Francis  Crow  in  1813 
and  improved  by  E.  S.  Ritchie  of  Boston,  has  largely  displaced  the 
older  devices. 

The  "nocturnal,"  used  at  night,  as  its  name  signifies,  appeared  at 
an  early  date,  exactly  when,  it  does  not  seem  possible  to  say.  By  ad- 
justing the  movable  discs  to  the  date  on  the  scale  for  the  day  of  the 
month,  sighting  the  north  star  through  the  hole  in  the  center  and 
then  bringing  the  arm  against  the  "guard  stars,"  the  hour  was  indi- 
cated with  reasonable  accuracy.  "A  Fore-staff  and  Nocturnal"  were 
sold  at  public  vendue  in  Boston,  Sept.  5,  1723.  Good  pictures  and  des- 
criptions of  the  nocturnal  may  be  found  in  old  books  on  navigation. 

*James  Halsey,  jun.,  of  Boston,  was  making  Hadley  quadrants  or  octants  in 
1738. 


^ 

i 

^1 

\ 

%i'^' 

NOCTURNAL 

Inscribed   "Nath'll  Viall   1724."     Boxwood, 

arm    seven    inches    from     centre    to    tip. 

In  Peabody  Museum,  Salem. 


HADLEY  QUADRANTS  (OCTANTS)  IN  PEABODY  MUSEUM,  SALEM 
1.     "Made  by  John  Dupee  1755  for  Pat-  2.     "Made  by  Inc.  Gilbert  on  Tower  Hill 

rick  Montgomerie."    All  wood,  ebony,  arm  London   for   Hector  Orr  Augt.  6,  1768." 

22  inches  long.  Ebony,  arm  20  inches  long. 

3.    "None  &  Co.  London."     Ebony  and  brass,  ca.  1840,  arm  11  3-4 
inches,  telescopic  eyepieces,  used  by  Capt.  John  Hod  ges. 
4.    "Spencer  Browning  and  Rust  Lon- 
don."   Ebony  frame,  brass  arm  17  inches,  5.     "J:  Urings  London."  All  brass,  arm 
ivory  scale,  pencil  inserted  in  cross  piece,                20  inches,  back  sight  broken  off,  ca.  1780, 
ca.  1800,  used  by  Capt.  Henry  King.                          rare. 


50  THE  SAILING  SHIPS  OF  NEW  ENGLAND 

In  1730,  John  Hadley  in  England  and  Thomas  Godfrey  in  Philadel- 
phia, independently  invented  the  octant,  known  for  nearly  two  hun- 
dred years  as  Hadley's  quadrant.  Both  Hadley  and  Godfrey  received 
awards  for  their  devices.  Although  called  quadrant  in  this  country 
it  is  generally  known  elsewhere  as  octant,  which  is  the  better  name, 
for  the  instrument  represents  but  one  eighth  of  the  circle.  By  the 
principle  of  reflection,  however,  it  covers  ninety  degrees  and  the  scale 
is  so  marked.  The  Davis  quadrant  with  its  two  arcs  does  represent 
one  fourth  of  the  circle  and  for  that  instrument  the  name  is  correct. 

The  Hadley  was  a  great  improvement  over  the  Davis  quadrant  and 
other  older  devices  for  finding  latitude.  By  moving  the  arm  the  sun 
is  reflected  by  the  mirror  at  the  apex  and  "brought  down"  to  the  hor- 
izon line  and  the  eye  is  protected  by  colored  glasses  of  various  degrees 
of  density  through  which  the  sun's  rays  pass.  The  Hadley  quadrant 
is  still  used  in  its  modern  form  with  telescopic  eye-pieces.  Very  mod- 
erately priced  quadrants  are  made  without  the  telescope,  for  use  on 
fishing  vessels. 

The  early  Hadley  quadrants  were  huge  affairs  made  of  wood  with 
an  arm  twenty-four  inches  in  length.  Today  they  are  more  generally 
of  metal  with  arms  from  ten  to  twelve  inches.  Using  the  sextent  or 
Hadley  quadrant  the  observer  stands  facing  the  sun,  but  old  Hadley 
quadrants  were  made  with  a  "back  sight"  so  that  they  could  be  used 
like  the  Davis  quadrant,  thus  making  two  independent  observations 
the  average  of  which  would  ensure  greater  accuracy. 

"Hadley's  New  Invented  Quadrant  or  Octant,  the  best  and  exactest 
Instrument  for  taking  the  Latitude  or  other  altitudes  at  sea,  as  ever 
yet  Invented,  made  and  sold  by  Joseph  Halsey,  jun."  is  advertised  in 
the  Boston  Gazette,  Sept.  18/25,  1738. 

"Adams'  new  fashion  Quadrant  and  other  Seamen's  Instruments" 
were  advertised  for  sale  in  December,  1756,  at  William  Winters  Ven- 
due Room,  Boston. 

The  sextant,  one-sixth  of  the  circle  and  by  reflection  one-third,  is 
a  more  accurate  instrument  and  also  may  be  used  to  make  lunar  ob- 
servations to  obtain  longitude,  a  complicated  and  difficult  matter.  It 
was  devised  about  1757  and  as  now  made  is  framed 
Sextant  wholly  of  metal.  To  prevent  corrosion,  the  scale, 
which  is  minutely  divided  and  has  a  "vernier" 
with  a  magnifying  glass  to  show  divisions  of  minutes,  is  made  of  gold 
or  platinum  in  the  best  instruments.     A  half-circle  has  been  devised 


THE  SEXTANT 


51 


and  is  exceedingly  rare.  An  example  in  the  Salem  collection  was 
made  before  1818.  A  curious  double-jointed  dividers  accompanied 
it  and  the  entry  in  the  museum  catalog  reads,— "used  to  correct  a 
lunar  observation  for  longitude."  A  full  "circle  of  reflection"  is  also 
used.  This  is  a  beautiful  instrument  and  is  not  often  met  with  m 
collections  or  in  use.  All  of  these  instruments  are  similar  in  charact- 
er and  may  be  traced,  as  previously  stated,  to  the  ancestral  astrolabe. 
To  obtain  the  ship's  latitude  with  comparatively  good  results  was 
an  easy  matter  with  the  quadrant  and  its  fore-runners,  but  the  great 
problem  for  centuries  was  how  to  find  the  longitude,  now  universally 
and  quickly  obtained  by  the  chronometer  and  simple  observations  in 
the  morning  or  at  noon.  Spring  clocks  and  watches  appeared  about 
1530  but  they  were  unreliable  and  of  no  use  on  long  voyages.  Large 
sand  glasses,  similar  to  those  used  in  old  Colonial  churches,  called  "sea- 
clocks"  and  fitted  with  eyes  or  grommets  above  and  below  so  that  the 
glass  might  swing  from  a  hook  and  be  readily  turned,  were  used  on 
ships  and  so  conservative  is  the  British  mind  that  some  were  in  use 
Qn  British  naval  vessels  as  late  as  1828  and  one  authority  states  as 
late  as  1839.  Greenwich  Observatory  was  established  in  1675  and  a 
Royal  Commission  was  soon  appointed  with  authority  to  award  prizes 
for  important  inventions  in  aid  of  navigation.  A  prize  of  £20,000  was 
finally  offered  for  a  time-keeper  that  should  meet  certain  requirements 
which  practically  meant  absolute  accuracy.  In  1767,  John  Harrison 
produced  the  chronometer,  based  on  the  principle  of  an  invention  of 
1735,  and  eventually  he  received  the  reward.  Chronometers  were  so 
expensive  and  so  hard  to  obtain  that  few  New  England  ships  had 
them  until  more  than  a  half  a  century  later.  They  were  advertised 
for  sale  in  1817,  by  Thomas  Biggs  of  Philadelphia.  Other  devices 
were  tried  to  obtain  longitude  by  lunar  observations  and  by  Jupiter  s 
satellites,  but  these  observations  were  too  diflicult  to  be  of  practical 
use.  Today,  fine  watches  serve  for  short  trips  and  chronometers  are 
carried  by  nearly  all  vessels  making  long  voyages. 

That  so  important  an  instrument  as  a  telescope  or  spy-glass  is  rarely 
mentioned  in  books  on  navigation  or  in  sea  journals  seems  strange 
and  it  is  exceedingly  difficult  to  obtain  early  information  of  any  being 
taken  to  sea.  Telescopes  did  not  become  of  practical  use,  even  if  the 
principle  had  been  known,  until  they  were  made  in  Holland  in  1608. 
It  is  at  least  certain  that  Columbus  did  not  have  one  and  probably 
there  was  none  on  the  Mayflower,  although  its  passengers  had  recently 


52  THE  SAILING   SHIPS   OF   NEW   ENGLAND 

come  from  Holland  where  telescopes  were  invented  a  few  years 
before. 

The  earhest  mention  in  New  England  of  the  spy-glass,  that  has 
come  to  our  attention,  is  an  advertisement  in  the  Oct.  14/21,  1734 
issue  of  the  Boston  Gazette  where  Capt.  Edward  Ellis  of  Cold  Lane, 
Boston,  offered  twenty  shilling's  reward,  "and  no  questions  ask'd",  for 
the  return  of  his  "Prospective  Glass,  the  Brass  cap  at  the  small  end 
wanting."  He  had  left  it  in  the  ferryboat  between  Boston  and 
Charlestown  a  few  nights  before.  After  this  date,  from  time  to  time, 
advertisements  appear  in  the  Boston  newspapers  mentioning  prospec- 
tive glasses  and  telescopes.  "Mahogany  Tellescopes"  are  offered  for 
sale  in  October,  1751. 

In  1758,  Capt.  Robert  Rogers,  in  command  of  a  scouting  expedition 
sent  out  from  Fort  Edward  during  the  French  and  Indian  war,  reported 
that  at  one  point  he  "sent  out  Parties  by  Land,  to  look  down  the  Lake 
with  Prospective  Glasses,  which  I  had  for  that  Purpose." — Boston 
Gazette,  Apr.  3,  1758. 

In  the  Marine  Room  Collection  of  the  Peabody  Museum  at  Salem, 
is  a  spy-glass  four  feet  long,  octagonal  in  form,  two  and  one-half 
inches  in  diameter,  with  a  short  focusing  tube.  It  was  taken  from  a 
British  prize  vessel  off  the  coast  of  Ireland,  in  1779,  by  Capt.  James 
Barr  in  his  Salem  privateer.  Another  glass  of  similar  form,  but 
longer  and  with  a  mahogany  case,  was  used  on  a  United  States  naval 
vessel  about  1815.  The  spy-glass,  familiar  to  everyone,  in  two  or 
three  sections,  was  used  at  sea  through  the  first  half  of  the  nineteenth 
century  and  is  often  seen  tucked  under  the  left  arm,  in  the  portraits 
of  ship-masters  brought  home  from  foreign  ports.  Many  of  these 
were  excellent  instruments,  especially  those  from  Dollond  of  London. 
There  is  also  in  the  Salem  collection  a  rude  telescope  or  spy-glass  five 
and  one-half  feet  long  with  a  copper  case  about  three  inches  in  diame- 
ter looking  precisely  like  a  section  from  a  house  water-conductor.  It 
focuses  by  a  small  upper  sliding  section,  fitted  like  a  section  of  a  stove 
funnel.  This  glass  was  brought  from  Nagasaki,  Japan,  by  a  Salem 
shipmaster  about  1865.  It  had  been  used  there  to  observe  vessels 
coming  into  the  harbor.  It  may  be  Dutch  and  it  is  evidently  very  old. 
Old  spy-glasses  were  evidently  very  long  for  Joshua  Kelly,  in  his 
"Compleat  Modern  Navigation  Tutor,"  1720,  speaks  of  the  "impracti- 
bility  of  managing  a  telescope  twelve  or  fourteen  feet  long  in  the 


THE   LOG-LINE  53 

tossing,  rolling  motion  of  a  ship  at  sea"  in  an  attempt  to  observe 
Jupiter's  satellites  to  obtain  longitude. 

The  speed  of  a  vessel  was  first  obtained  by  throwing  overboard  a 
floating  object  at  the  bow  and  noting  the  time  elapsed  when  it  passed 
an  observer  at  the  stern.     From  this  the  log-line 
Log-Line  with  "knots"  was  derived,  with  the  fourteen  and 

twenty-eight  seconds  sand  glasses  to  record  speed. 
A  "knot"  indicates  a  geographical  or  sea  mile  which  has  been 
standardized  at  6080  feet ;  the  land  or  statute  mile  is  5280  feet,  there- 
fore, if  a  vessel  is  said  to  be  sailing  at  the  rate  of  thirteen  knots,  a 
railroad  train  going  at  the  same  speed  would  be  running  at  the  rate 
of  fifteen  miles  an  hour.  The  term  "knot"  is  used  solely  to  indicate 
rate  of  speed ;  the  distance  covered  is  always  stated  in  nautical  or 
sea  miles.  "Heaving  the  log"  meant  throwing  out  from  the  stern  of 
a  vessel  a  small  float  attached  to  a  line  running  from  a  reel  held  clear 
of  the  rail,  the  float  remaining  stationary  in  the  water.  At  the  instant 
the  log  is  "heaved"  a  sand  glass  is  turned.  On  the  line  are  knots 
(hence  the  term),  pieces  of  marline  or  rags  tied  through  the  strands 
and  spaced  the  same  fraction  of  a  mile  apart, — about  forty-six  feet 
and  six  inches, — which  twenty-eight  seconds  is  the  fraction  of  an 
hour, — about  one  one-hundred  and  twenty-eighth.  Therefore,  using 
a  twenty-eight  seconds  glass  and  checking  the  line  the  instant  the 
sand  runs  out,  the  knots  and  fractions  paid  out  on  the  line  will  at  once 
indicate  the  number  of  sea  miles  per  hour  which  the  vessel  is  going. 
This,  of  course,  is  doubled  if  the  fourteen-seconds  glass  is  used,  which 
is  done  when  the  vessel  is  going  very  fast. 

The  old  log  and  line  has  been  superseded  by  various  kinds  of 
"patent  logs"  with  revolving  blades,  first  devised  by  Humfray  Cole  in 
1578  and  improved  by  others  from  time  to  time  but,  strange  to  say, 
not  coming  into  general  use  for  nearly  thrte  centuries.  In  the  latest 
forms  the  rotating  blades  record  the  rate  of  progress  by  an  indicator 
on  the  vessel  which  may  be  read  at  any  time.  The  earliest  reference 
so  far  found  to  the  use  of  a  device  of  this  sort  among  our  New  Eng- 
land navigators  is  the  "Gould's  patent  log"  used  by  Captain  George 
Crowninshield  on  his  famous  yacht  Cleopatra's  Barge,  during  the  voyage 
to  the  Mediterranean  in  1817.  In  September  of  the  same  year,  Thomas 
Biggs,  66  South  Front  St.,  Philadelphia,  advertised  for  sale  patent  logs 
and  chronometers. 

The  record  of  the  rate  of  speed  of  the  vessel  as  indicated  by  the 


54  THE  SAILING   SHIPS  OF   NEW   ENGLAND 

log,  "heaved"  at  certain  times  in  each  "watch,"  was  immediately  en- 
tered on  the  slate  or  "log-board"  and  copied  daily  into  a  book  kept 
for  the  purpose.  This  book  naturally  became  the  "log-book,"  which 
amplified  with  entries  of  other  sorts  relating  to  winds,  weather,  cur- 
rents, shoals  and  experiences  of  the  voyage,  and  often  illustrated  with 
sketches  of  coast  hnes,  headlands  and  other  vessels  met,  has  become 
of  great  assistance  to  writers  compiling  marine  history  and  scientific 
works  relating  to  navigation. 

The  log-book  day  at  sea  corresponded  to  the  astronomical  day  and 
extended  from  noon  to  noon  in  distinction  from  and  overlapping  the 
civil  day  which  extended  from  midnight  to  midnight ;  so  that  the  log- 
book record  for  Monday,  July  4,  would  begin  Sunday  noon,  July  3, 
and  extend  to  Monday  noon,  July  4,  civil  time,  when  the  record  for 
Tuesday,  July  5,  would  begin.  On  shore,  however,  records  were  entered 
conforming  to  the  shore  or  civil  day  usage.* 

On  the  other  hand,  later  usage,  as  shown  by  recent  United  States 
Government  publications  on  navigation,  is  to  begin  the  log-book  day, 
when  at  sea,  by  dating  it  at  noon  of  the  civil  day,  numbering  the 
hours  to  twenty-four  and  ending  the  day  at  noon  of  the  suceeding 
day.  Thus,  Monday,  July  4,  log-book  day,  would  begin  on  Monday, 
July  4,  civil  day,  at  noon  and  end  at  noon  on  Tuesday,  July  5 ;  the 
first  twelve  hours  corresponding  to  those  of  the  civil  day,  but,  in  the 
log-book,  July  4,  fourteen  hours  would  be  2  A.  M.  July  5,  civil  day.t 

Sounding  for  the  depth  of  water  has,  of  course,  been  practised  ever 
since  vessels  were  built  and  the  lead  and  line  was  part  of  the  outfit  of 
every  New  England  ship.     The  hand-lead  for  small  vessels  weighed 
about  six  pounds  and  had  a  line  of  twenty  fathoms. 
Sounding        The  deep-sea  lead  weighed  up  to   eighty  pounds, 
Leads  was  carried  by  men-of-war  and  large  vessels,  and 

was  provided  with  a  much  longer  line.  Roger 
Derby's  Province  Galley  carried  both  forms  in  1702.  The  lines  are 
marked  off  in  fathoms  (6  feet)  with  bits  of  leather  and  colored  rags, 
that  various  depths  may  be  readily  distinguished.  In  the  base  of  the 
lead  is  a  hollow  space  filled  with  tallow  which,  when  it  strikes,  picks 
up  sand,  gravel  and  small  stones,  and  thus  indicates  the  character  cf 
the  bottom,  an  important  feature  in  following  charts  and  sailing  di- 
rections into  harbors  and  over  shoals. 

*See  Bowditch,  "American  Practical  Navigator,"  edition  1817,  page  204. 
tSee  "American  Practical  Navigator,"  Washington,  D.  C,  1917,  page  103. 


CHARTS 


55 


Much  skill  is  required  in  heaving  the  lead  which  by  a  swinging 
motion  is  thrown  forward  to  conform  to  the  progress  of  the  vessel  so 
that  the  line  may  be  plumb  with  the  observer  and  the  lead  strike 
bottom  as  he  takes  the  depth.  The  sounding  lead  was  used  by  the 
Romans  before  the  Christian  era  and  later  in  Britain  by  the  Anglo 
Saxons.     It  has  to  some  extent  been  superseded  by  modern  devices. 

Charts  were  made  in  very  ancient  times  but  they  were  crude  and 
almost  useless.  The  first  nautical  maps  appeared  in  Italy  at  the  end 
of  the  thirteenth  century  and  it  is  said  that  Bartholomew  Columbus 
brought  the  first  one  to  England  in  1489.  The  close  of  the  sixteenth 
century  saw  many  mapmakers  at  work,  including  Gerard  Mercator 
whose  name  is  perpetuated  in  the  familiar  scale  charts  in  our  geog- 
raphies known  as  "Mercator's  projection"  which 
Charts  were  the  sea  charts  in  general  use.    Globes  were 

carried  on  ships  in  preference  to  charts  in  the 
early  days  and  what  is  known  as  "great  circle"  sailing  was  evolved 
from  them.  Davis  describes  it  in  1594  and  it  is  possible  that  Cabot 
knew  of  the  theory  a  century  before.  Such  a  simple  instrument  as  a 
parallel  ruler  was  not  invented  until  late  in  the  sixteenth  century 
and  tables  of  logarithms  and  Gunter's  scale  by  which  navigators  make 
all  their  calculations  were  not  known  until  1620. 

During  the  first  century  following  the  settlement  of  New  England 
it  is  probable  that  the  small  coasting  and  fishing  vessels  were  navigat- 
ed by  dead  reckoning  and  not  venturing  far  beyond  the  sight  of  land 
a  compass  was  the  only  instrument  carried.  But  the  larger  vessels 
sailing  from  Boston,  Salem,  Portsmouth,  Newport  and  other  ports  on 
voyages  to  the  West  Indies,  England  and  Spain,  it  would  seem  should 
have  carried  instruments  with  which  observations  could  be  made  to 
obtain  their  approximate  position.  A  search  in  the  early  probate 
records  of  Essex  County  coast  towns  betwee  i  1634  and  1680  discloses 
but  thirteen  references  to  nautical  instruments  in  inventories  and 
wills.  Sometimes  they  are  listed  as  "marriners  instruments"  and  in 
one  case  a  quadrant  is  valued  at  £1.  Robert  Gray  of  Salem,  who  died  in 
1661,  possessed  a  "quadrant,  a  fore-staffe  (cross-staff),  a  gunter's  scale, 
and  a  pair  of  Compasses."  John  Bradstreet,  who  died  at  Marblehead 
the  previous  year  owned  "3  small  sea  books"  valued  at  £1.  6s.  The 
inventory  of  the  estate  of  Jonathan  Browne  of  Salem,  who  died  in 
1667,  discloses  a  "fore-staff,"  and  that  of  the  estate  of  John  Silsby  of 
Salem,  taken  in  1676,  lists  "marriners  instruments  and  callender,  14s." 


56  THE  SAILING   SHIPS  OF  NEW  ENGLAND 

Governor  Winthrop  records  in  his  Journal,  in  1637,  that  "Twenty 
men  went  in  a  pinnace  to  kill  sea  horse*  at  the  Isle  of  Sable ;  and  af- 
ter six  weeks  returned  home,  and  could  not  find  the  Island ;  but  after 
another  month,  they  set  forth  again  with  more  skilful  seamen,  with 
intent  to  stay  there  all  winter." 

In  a  very  detailed  inventory  made  in  Salem  before  a  notary  publick 
on  Nov.  4,  1702,  of  the  equipment  of  the  ship  Province  Galley,  90  tons, 
owned  by  Roger  Derby,  the  only  instruments  for  navigation  that  appear 
are  "Two  Compasses,  two  ha[lf]  ho[ur]  glasses,  a  ha[lf]  Watchglass, 
a  ha[lf]  minute  glass  ...  a  hand  lead  line,  a  deep  sea  lead  line." 

The  Boston  News-Letter,  of  July  16, 1716,  has  the  following  advertise- 
ment:—  "A  Parcel  of  Mathematical  Instruments,  viz:  Quadrants, 
Meridian  Compasses,  all  sorts  of  Rules,  black  lead  Pencils,  and  brass 
Ring  Dials,  etc.  To  be  sold  by  Publick  Vendue  at  the  Crown  Coffee 
House  in  King's  Street,  Boston,  on  Thursday  next."  The  same  issue 
has  the  advertisement  of  "William  Walker  in  Merchants  Row,  near 
the  Swing  Bridge,"  who  had  quadrants  for  sale. 

In  looking  back  and  noting  the  slow  process  of  perfecting  all  nau- 
tical instruments,  the  wonder  is  how  the  old  ships  were  navigated 
through  distant  seas  without  greater  loss  of  life  and  vessels.  These 
dangers  may  be  realized  by  reference  to  old  newspapers  and  letters, 
and  to  such  records  as  the  "Diary  of  Rev.  William  Bentley"  of  Salem, 
where  nearly  every  Sunday  some  of  his  parishioners  asked  for  prayers 
for  friends  at  sea  or  for  the  loss  of  husband,  son  or  brother.  The 
shipmasters  of  Portsmouth,  Salem,  Boston,  Newport  and  Providence, 
undertaking  distant  voyages,  had  few  good  charts — none  for  the  new 
regions  they  visited — they  had  no  chronometers ;  few  had  sextants, 
and  their  sextants  and  their  compasses  were  frequently  unreliable. 
And  yet  these  men — most  of  them  were  scarcely  past  their  majority 
in  years — with  the  courage  and  enthusiasm  of  youth,  in  ships  filled 
with  valuable  cargoes,  entrusted  to  their  care  by  wealthy  owners, 
sailed  into  uncharted  seas,  visited  unknown  lands,  and,  all  the  while 
rarely  reported,  finally  came  safely  back,  to  their  everlasting  credit 
and  the  enrichment  of  the  country. 

Capt.  Benjamin  Wright,  a  factor  representing  a  Newport,  R.  I.  mer- 
chant, wrote  to  his  owner  in  1771,  from  the  Island  of  "Salamarr,"t 

*The  walrus  which  makes  a  noise  somewhat  resembling  the  neigh  of  a  horse. 
It  is  valuable  for  its  ivory  and  blubber. 
tSavannah  la  Marr,  Jamaica,  W.  I. 


SHIP   PICTURES 


57 


that  he  had  "mett  with  trouble  on  account  the  officers  of  the  Diana, 
differing  and  the  mate  leaving  the  Brigg,  and  has  carried  away  his 
Servant,  and  two  more  of  his  Sailors  has  taken  their  departure,  like- 
wise Dan'l  Watts  Esq.,  by  Profession  a  louzy  Carpenter,  has  enloped 
before  your  long  Boat  was  near  finished.  ...  I  can  but  express  my 
surprize  that  you  and  Capt.  Buckly  should  ship  a  second  mate  which 
doth  not  understand  Navigation." 

We  do  not  know  exactly  what  instruments  the  old  shipmasters  car- 
ried with  them  on  these  voyages,  but  we  do  know  that  they  were 
comparatively  few  and  very  inferior  to  those  in  use  today.  An  idea 
of  the  paucity  in  some  instances  may  be  obtained  from  the  story  of 
the  ship  Hannah,  condemned  at  Christiansand  in  1810,  in  the  protest 
of  American  shipmasters  which  is  now  preserved  in  the  New  Haven 
Historical  Society  collections.  It  reads  :  "We,  the  undersigned  mas- 
ters of  American  vessels  now  in  the  port  of  Christiansand,  having 
heard  with  astonishment  that  one  of  the  principal  charges  against  the 
American  brig  Hannah,  from  Boston,  bound  direct  to  Riga,  and  con- 
demned at  the  prize  court  at  this  place,  is  as  follows, — that  the  said 
court  have  pronounced  it  absolutely  impossible  to  cross  the  Atlantic 
without  a  chart  or  sextant.  We  therefore  feel  fully  authorized  to 
assert  that  we  have  frequently  made  voyages  from  America  without 
the  above  articles,  and  we  are  fully  persuaded  that  every  seaman  with 
common  nautical  knowledge  can  do  the  same." 

We  do  not  possess  accurate  knowledge  of  the  instruments  carried 
by  Colonial  shipmasters  on  their  voyages  to  the  West  Indies  or  along 
our  coast  and  across  the  Atlantic,  but  we  do  know  that  the  early 
nineteenth  century  shipmasters  were  close  observers.  In  his  classical 
works  on  navigation,  Maury  pays  them  high  compliment  for  the  val- 
uable assistance  rendered  to  him  in  furnishing  notes  and  observations 
on  currents,  shoals,  coast-lines,  compass  variations  and  winds,  for 
the  charts  and  sailing  directions  which  he  compiled. 

As  this  volume  is  largely  devoted  to  pictures  of  vessels  painted  by 

artist  living  in  home  ports  as  well  as  abroad,  any  information  relating 

to  these  men  should  be  of  interest.     Unfortunately, 

Ship  Pictures     but  little  is  known  concerning  many  of  them  and 
this  is  particularly  true  of  the  water-colorists  work- 
ing in  the  principal  Mediterranean  ports  where  some  of  the  finest 
pictures  were  painted.     Pictures  of  New  England  vessels  painted  be- 
fore the  Revolution  are  almost  unknown.     The  ship  Bethell  of  Boston 


58  THE  SAILING  SHIPS  OF  NEW  ENGLAND 

{See  Fig.  24),  painted  in  1748,  is  the  oldest  known  painting  of  a  ship 
and  also  one  of  the  finest.  The  three  water-colors  of  the  schooner 
Baltickoi  Salem  (Se^  Fig.  20),  made  in  1765  and  now  preserved  by 
the  Peabody  Museum,  Salem,  are  the  oldest  existing  pictures  of  a 
Salem  vessel. 

About  the  year  1800  a  considerable  demand  for  ship  pictures  seems 
to  have  developed  among  the  sea  captains  and  merchants  and  there 
grew  up  a  school  of  artists  that  specialized  in  water-colors  of  merchant 
vessels.  Previous  to  1830  nearly  all  of  this  work  was  done  in  water- 
colors  but  after  that  date  painting  in  oils  came  into  favor,  especially 
in  America  and  in  the  paintings  done  by  Chinese  artists.  Seme  of 
this  work  was  done  by  men  living  in  the  larger  New  England  ports, 
self-taught  and  sometimes  sailing  in  the  vessels  pictured.  It  usually 
was  a  labor  of  labor  of  love  and  though  flat  and  frequently  lifeless,  it 
is  certain  that  the  lines  were  correct  and  that  the  rig  was  worked  out 
with  minutest  care.  Sign-painters  also  tried  their  hands  in  an  effort 
to  supply  the  demand,  oftentimes  with  satisfying  results.  George 
Ropes  of  Salem,  a  sign-painter,  deaf  and  dumb  from  birth,  painted 
excellent  pictures  of  the  America,  Sukey,  Fame,  Glide,  Two  Brothers 
and  others  and  even  elaborated  his  field  to  the  extent  of  producing 
several  pictures  of  naval  battles  and  wharf  scenes.  By  far  the  best 
work,  however,  was  done  at  Marseilles,  Genoa,  Leghorn,  Trieste, 
Smyrna  and  other  Mediterranean  ports.  The  Roux  family  at  Mar- 
seilles, Anton,  father  and  son,  and  Frederic  and  Francois,  made  num- 
erous water-colors  of  vessels,  all  beautifully  drawn  and  colored,  and 
now  highly  esteemed.  Painters  of  ship  pictures  w^ere  also  workirg 
at  Antwerp,  Hamburg  and  Copenhagen  and  at  a  somewhat  later  date 
many  ship  pictures  were  brought  home  from  China,  done  with  great 
fidelity  of  detail  by  Chinese  artists  at  Hong  Kong,  Lintin  or  Wampoa, 
and  nearly  always  uniformly  framed  in  hand-carved  frames,  painted 
black,  of  so  similar  a  pattern  that  they  are  easily  recognized.  Some- 
times the  officer  who  kept  the  log-book  illustrated  his  log  with  sketches, 
occasionally  in  colors,  of  his  ship  or  other  vessels  met  on  the  voyage. 
But  unless  a  vessel  visited  one  of  these  foreign  ports  where  painters 
of  ship  pictures  worked  or  its  picture  was  painted  by  some  local  artist, 
it  never  was  made.  Of  all  the  sea-going  New  England  vessels  prob- 
ably not  one  in  ten  was  ever  pictured.  Some  of  the  later  ships,  after 
1860,  were  photographed  as  nearly  every  ship  of  note  is  today. 

Many  of  the  vessels  pictured  in  this  volume  are  connected  with  tales 


SHIP  PICTURES  59 

of  adventure  or  disaster.  The  ship  Ulysses  {See  Fig.  293)  is  shown  with 
a  temporary  rudder,  adjusted  sea  at  during  a  gale  by  a  device  that 
brought  a  gold  medal  from  the  American  Philosophical  Society  and 
commendation  to  her  master,  Capt.  William  Mugford.  The  brig 
Eunice  {See  Fig.  88)  may  be  seen  surrounded  by  a  barrel  made 
of  planking,  being  rolled  into  the  water  at  St.  Paul's  Island  in  the 
Indian  Ocean,  after  undergoing  repairs  necessary  to  enable  her 
master  to  return  safely  to  the  wharf  at  Salem.  The  ship  Volusia  {See 
Fig.  298)  is  just  striking  the  beach  at  Cape  Cod,  in  February,  1802, 
in  a  disastrous  wreck  in  which  most  of  the  crew  lost  their  lives.  The 
Mount  Vernon  is  seen  escaping  from  a  French  fleet  near  Gibraltar  in 
1799  {See  Fig.  199)  and  the  ship  Belisarius  is  just  leaving  Crownin- 
shield's  wharf  on  which  are  standing  the  owners  and  relatives  of  the 
ship's  company  {See  Fig.  22).  There  is  a  harrowing  tale  of  disaster 
at  sea  and  suffering  and  death  connected  with  the  ship  Margaret 
which  sailed  from  Naples  in  1810  on  her  last  voyage  {See  Fig.  180). 
This  vessel  was  in  Japan  in  1801  when  that  country  was  closed  to  all 
foreign  trade  save  a  vessel  sent  annually  from  Batavia  by  the  Dutch 
East  India  Company.  A  water-color  of  the  ship  Hercules,  of  much 
pictorial  interest  {See  Fig.  132),  recalls  the  fact  that  Lucien  Bonaparte 
and  his  family  sailed  from  Naples  on  this  vessel,  in  1819,  bound  for 
the  United  States,  but  through  misadventure  were  intercepted  by  the 
British  cruiser  Pomona  and  taken  into  Malta.  The  Hercules  finally 
became  a  whaler  and  was  lost  in  the  Pacific  in  1847  after  forty-two 
years  of  successful  voyaging. 

It  has  not  been  possible,  because  of  limited  space,  to  attempt  to 
include  in  this  volume  the  life-histories  of  the  vessels  here  pictured. 
Such  information  is  widely  scattered  and  awaits  the  industry  of  the 
patient  student.  Moreover,  many  volumes  would  be  required  to 
relate  the  story  of  the  adventurous  careeis  and  commercial  successes 
of  the  white-winged  messengers  that  carried  the  tale  of  New  Eng- 
land's sea-borne  commerce  to  nearly  every  port  in  the  known  world. 


PAINTERS  OF  SHIP  PICTURES 


Aylward,  W.  J.  (1875 — ),  born  in  Milwaukee  and  worked  in  New 
York ;  in  1904.* 

Bartoll,  Samuel,  Marblehead  and  Salem.  House  painter  and  sign- 
painter  ;  married  in  1785  ;  was  working  in  Salem  as  late  as  1825  ; 
painted  mural  decorations,  fire-boards,  military  flags,  etc. 

Bateman,  Charles  E.,  Newburyport;  made  pencil  drawings  in  1853. 

Brown,  Harry,  Portland,  Maine ;  in  1870. 

Cammillieri,  Nicolai  (sometimes  signed  Nicolay  Carmillieri),  Mar- 
seilles ;  in  1806  - 1807. 

Carlotta,  a.,  Port  Mahon,  Minorca,  Spain  ;  in  1822. 

Carmiletti,  E.,  Smyrna;  in  1831. 

Cleveland,  William  (1777 -1845).  Salem. 

Corne,  Michele  Felice  (1757-1845),  Naples,  Salem,  and  Newport. 
Came  to  Salem  from  Naples  in  the  ship  Mcunt  Vernon  in  1799; 
painted  many  pictures  of  ships  and  during  the  War  of  1812  a 
series  of  naval  battles  which  were  exhibited  in  Salem  and  Boston 
and  from  which  he  gained  a  competency  and  removed  to  New- 
port, R.  I.  where  he  lived  until  his  death.  {See  Mason's  Remin- 
iscences of  Newport,  p.  330)  Many  of  Corne's  paintings  of  naval 
engagements  were  engraved  for  the  popular  naval  histories  of 
the  War  of  1812— "The  Naval  Monument,  Naval  Temple,  and 
Naval  Battles." 

CORSINI,  Raffaele,  Smyrna;  in  1849-1852. 

Dannenberg,  F.  ;  in  1805. 

Drew,  Clement  (1807-1889),  born  in  Kingston,  Mass.;  worked  in 
Boston  ;  was  living  in  Maine  in  1889  ;  in  1844  - 1851. 

Eaton,  William  Bradley  (1836-1896),  Salem,  in  1884. 

Eruzione,  Zl,  Palermo  (?),  Italy;  in  1822. 

Evans  and  Arnold,  New  Orleans,  La. ;  in  1850. 

Gavazzone,  Domenico,  Genoa,  Italy ;  in  1848. 

*Dates  thus  entered  indicate  the  period  in  which  the  artist  worked  or  the  year 
in  which  there  is  a  known  painting. 

(61) 


62  THE  SAILING  SHIPS  OF  NEW  ENGLAND 

Gore,  Charles,  London,   England.     "English  marine  draughtsman, 
flourished  about  the  end  of  the  18th  century.     There  are  several 
of  his  drawings  in  the  Cracherode  collection  in  the  British  Mus- 
eum."    Bryan's  "Dictionary  of  Painters  and  Engravers,"  London 
1903 ;  in  1787. 
Howard,  Joseph,  Salem ;  in  1799. 
Huge,  L  F.,  Bridgeport,  Conn. ;  in  1845. 
Johnson,  Marshall  (1846-1921),  Boston. 

LuscoMB,  William  Henry  (1805-1866),  Salem.  He  was  born  at 
Ballston,  N.  Y.  The  Salem  directory  gives  his  occupation  as  "a 
sign  and  fancy  painter."  He  made  many  oil  paintings  of  Salem 
vessels  and  his  pencil  sketches  though  small  were  excellent ;  un- 
fortunately, however,  few  have  been  preserved.  Was  doing  his 
best  work  between  1845  and  1855. 

Luz,  John,  Venice,  Italy  ;  in  1850. 

McFarlane,  D.  ;  in  1861  - 1864. 

Macpherson,  Murdoch  (1841  - 1915),  Salem.  Born  at  Fort  Simpson, 
Rupert  Land,  Canada  ;  graduated  at  McGill  College  and  studied 
law  with  Hon.  A.  C.  Macdonald ;  came  to  Salem  in  1873  and 
taught  music  and  drawing.  Between  1902  and  1914  made  many 
remarkable  copies  of  old  water-colors  of  ships  and  similar  work. 
{See  Figs.  27,  165,  206,  226,  282). 

Mazzinghi,  Peter,  Leghorn,  Italy ;  in  1831  - 1833. 

Melboro ,  I.  B.,  in  1830. 

Montardier, ,  Havre,  France ;  in  1810. 

MooY,  Jan.  ;  in  1818. 

Morse  F.  A. ;  in  1885. 

Morse,  George  Frederick  (1834—),  Portland,  Maine.  Has  made 
many  admirable  studies  in  oils,  especially  landscapes,  with  a  few 
marines  and  pencil  sketches  of  vessels  in  Portland  harbor  in  1858. 

Norton,  Charles  W.,  Detroit,  Mich. ;  in  1875. 

Norton,  William  Edward  (1853-1916),  Boston.  Studied  under  Wil- 
liam F.  Hunt  and  George  Inness. 

Pellegrini,  Hre,  (sometimes  signed  Pellegrin)  Marseilles;  in  1831- 
1848. 

Petersen,  Jacob  (1774-1854),  Copenhagen;  in  1817 -1838. 

Phippen,  John,  Salem ;  in  1790. 

Pitman,  Thomas,  Marblehead ;  about  1850. 


PAINTERS   OF   SHIP  PICTURES  63 

PococK,  Nicholas  (1741-1821),  London,  England.  A  shipmaster 
and  afterwards  a  marine  painter  of  considerable  merit. 

POLLI,  Felice,  Trieste,  Italy  ;  in  1830. 

Raleigh,  C.  S.  ;  about  1840. 

Ressman,  Francisco,  Trieste,  Italy ;  in  1809. 

Ropes,  George  (1788-1819),  Salem.  His  father  was  lost  at  sea  in 
1807  leaving  a  widow  and  nine  children.  George  Ropes,  though 
deaf  and  dumb  from  birth,  was  the  chief  support  of  his  widowed 
mother  and  brothers  and  sisters.  While  a  pupil  of  Michele  Fehce 
Come,  in  1802,  he  began  to  paint  pictures  of  vessels  and  continued 
to  do  so  through  life.  He  vi^as  a  carriage  and  sign-painter  by 
trade.     {See  Diary  of  Rev.  William  Bentley,  Vol.  IV,  p.  573.) 

Roux,  Anton  (1765-1835),  Marseilles.  He  was  a  bydrographer  es- 
tablished on  one  of  the  quays  in  Marseilles.  "He  greatly  admired 
the  Provencal  artist  Joseph  Vernet  whose  works  he  copied.  His 
ship  paintings  are  noted  for  their  accuracy  of  detail." 

Roux,  Anton,  fils  aim  (1799  - 1872),  Marseilles.  Son  of  Anton  Roux, 
who  "continued  the  double  profession  of  his  father  but  his  work 
as  an  artist  was  inferior." 

Roux,  Frederic  (1805-1882),  Marseilles,  Havre  and  Paris.  Son  of 
Anton  Roux,  "entered  the  studio  of  Horace  Vernet,  where  he 
gained  a  flexibilty  of  vision  and  boldness  of  touch  which  were  lack- 
ing in  his  brother  Anton's  work." 

Roux,  Francois  (1811-1882),  Marseilles.  Son  of  Anton  Roux,  "ob- 
tained the  title  of  painter  to  the  Ministry  of  Marine  and  distin- 
guished himself  in  his  genre  pictures." 

Russell,  Benjamin  (1804-1885),  New  Bedford;  in  1860.  A  well- 
known  and  highly  esteemed  painter  of  whaling  vessels. 

Russell,  Edward  J.  (1835-1906),  Boston.  Of  English  birth,  lived 
in  Boston  and  did  excellent  work  as  a  :opyist. 

Salmon,  Robert,  Liverpool  and  Boston.  Came  to  Boston  in  1828  and 
painted  industriously  until  his  death,  not  only  marine  but  other 
subjects.  His  views  of  Boston  harbor  and  the  shipping  are  high- 
ly prized.  Left  an  annotated  list  of  his  paintings  and  sales  cov- 
ering the  period  of  1828  - 1840,  copies  of  which  are  at  the  Bos- 
ton Public  Library  and  the  Peabody  Museum,  Salem. 

Smith,  W.  H.  ;  in  1868. 


64  THE  SAILING  SHIPS   OF   NEW  ENGLAND 

Southward,  George  (1803-1876),  Salem;  portrait  painter  and  copy- 
ist.    See  Fig.  190. 

Spice,  J.,  Amsterdam,  Holland  ;  in  1856. 

Spinn,  J.,  Amsterdam,  Holland;  in  1842. 

Stone,  Edmund,  Beverly.  A  sailor  on  the  ship  George,  of  Salem,  of 
which  he  painted  many  pictures  about  1820. 

Stubbs,  W.  p.,  Boston.  Painted  many  pictures  of  New  England  ves- 
sels in  oils.     Worked  in  Boston  between  1876  and  1894. 

Sunqua,  a  Chinese  artist  at  Lintin,  China,  who  painted  many  ship 
pictures  between  1835  and  1845,  of  which  two  signed  examples 
are  known. 

T.  P. ;  in  1835. 

TORREY,  Charles  (1869-1921),  Brookline,  Mass.  Painted  many  ex- 
cellent ship  pictures  in  oil  colors  between  1915  and  1921,  includ- 
ing copies. 

Turner,  Ross  Sterling  (1848-1915),  Salem.  Painted  several  excel- 
lent marines  and  also  made  copies  of  water-colors. 

Vittaluga,  Antoine,  Genoa,  Italy ;  in  1817-1829. 

Walter  and  Son,  7  Pleasant  St.,  Liverpool,  England;  in  1830. 

Walters,  Samuel  ;  about  1870. 

Ward,  William,  Salem ;  in  1799-1800. 

West,  Benjamin  Franklin  (1818-1854),  Salem.  The  Salem  directory 
lists  him  as  "Painter,  125  Essex  St."  He  was  self-taught,  worked 
in  oils  and  his  work  though  somewhat  stiff  was  accurate  in  its 
details. 

Weytz,  p.,  Antwerp,  Belgium.  His  paintings  were  done  mostly  on 
glass ;  in  1840-1844. 

Whall,  Capt.  W.  B.,  Boston. 

White,  George  Mewanjee  (1849-1915),  Salem.  Water-colorist  and 
also  did  etchings. 

Wilson,  James,  Liverpool,  England ;  in  1860. 

York,  William  ;  in  1879. 


ADDITIONS  AND  CORRECTIONS 

Painted  in  1799  by  M.  F.  Come. 

211  tons.     Starbuck  says,  lost   in  1851,  in  his  "History  of 

the  American  Whale  Fishery." 
Painted  at  Copenhagen;  Kronberg  Castle,  Elsinore,  in  the 

background. 
Ship   "Austerlitz,"   415   tons,   buih    at    Medford   in   1833. 

Abandoned  at  sea  Nov.  19,  1851. 
Topsail  schooner. 

319  tons,  built   at  Medford  in  1816. 

Ship  "Canton  Packet,"   274  tons,  built  at  Swanzey,  Mass., 
in  1836.     Re-rigged  as  a  bark.     Stranded  Sept.  12,  1839, 
near  Hernberg,  C.  T. 
From  an  oil  painting  by  D.  McFarlane. 
From  a  lithograph  after  a  drawing  by  E.  N.  Russell. 
Painted  in  1844. 
Hermaphrodite  brig. 
Brig  "Cygnet." 
218  tons,  built  at  Newbury  in  1829.    Wrecked  at  Chatham, 

Mass.,  in  1854.     Painted  at  Copenhagen. 
Topsail  schooner  in  picture.     Registered  as  a  brig. 
The  quick   passage  of   this  vessel  is  now   very   generally 

questioned. 
Painted  by  Robert  Salmon. 
Painted  by  Montardier  at  Havre. 
The  original  of  this  picture  is  dated  1806. 
Double-topsail  schooner.     The  gaff-topsail  is  very  unusual. 
Original  painting  is  not  at  the  Peabody  Museum,  Salem. 
179  tons,  built  at  Hanover,  Mass.,  in  1792.     Painted  at 

Nagasaki  in  1799,  by  a  Dutch  artist. 
273  tons. 

Painted  by  William  P.  Stubbs. 
Painted  by  "Smith,  1857." 
Fig.  121.    This  representation  of  the  "Grand  Turk,"  is  a  copy  of  an 
engraving  of  the  ship  "Hall,"  in  Hutchinson's  "Naval 
Architecture,"  London,  1777. 
(65) 


Fig. 

6. 

Fig. 

10. 

Fig. 

12. 

Fig. 

17. 

Fig. 

27. 

Fig. 

29. 

Fig. 

31. 

Fig. 

35. 

Fig. 

36. 

Fig. 

37. 

Fig. 

57. 

Fig. 

58. 

Fig. 

60. 

Fig. 

68. 

Fig. 

70. 

Fig. 

83. 

Fig. 

86. 

Fig. 

88. 

Fig. 

92. 

Fig. 

94. 

Fig. 

101. 

Fig. 

110. 

Fig. 

113. 

Fig. 

117. 

66  THE  SAILING   SHIPS   OF   NEW   ENGLAND 

Painted  at  Naples  in  1809. 

Painted  by  Benjamin  F.  West. 

Painted  by  Clement  Drew. 

Painted  by  Benjamin  F.  West.     The  other  half  of  this 

painting  is  Fig.  246. 
Brig  "Juliana." 

Bark  "Juniata,"  painted  by  Corsini. 
Painted  in  1902  by  E.  N.  Russell. 
Painted  by  Benjamin  Russell. 
Topsail  schooner. 

Hermaphrodite  brig.     Painted  by  a  Chinese  artist,  show- 
ing the  light-ship  off  Shanghai. 
Clipper-ship  "Lucy  S.  Wills." 
163  tons,  built  at  Plymouth  in  1805. 

Reproduction  of  a  photograph  by  Stebbins  of  the   ship 
"Panay,"  1190  tons,  built  at  Boston  in   1877,  wrecked 
on  the  Island  of  Simara,  P.  I.,  July  12,  1890. 
Reproduced  from  the  original  painting. 
From  a  lithograph  by  D.  H.  Crosby  of  Boston. 
Painted  on  glass  by  P.  Weytz  about  1840,  at  Antwerp. 
Painted  by  Benjamin  F.  West.     The  Salem  fire  occurred 
in  June,  1914. 
Fig.  227.     The  drawing  shows  a  double-topsail  schooner,   but  she 
was  carried  on  the  Government  records  as  a  brig.     See 
also  Fig.  92. 
Painted  by  Hre  Pellegrin  at  Marseilles   in  1844. 
Built  in  1799. 

Double-topsail  schooner,  commanded  in  1796. 
Painted   by   Benjamin  F.  West.     Same  vessel  as  Fig.  243. 

The  other  half  of  this  painting  in  Fig.  154. 
Probably  painted  at  Leghorn. 

Shows  the  vessel  coming  out  of  Leghorn.  The  obscure 
signature  resembles.  "A.  Prit — ." 
Note.  Snow  rig — a  close  examination  of  original  paintings  dis- 
closes the  fact  that  the  following  so-called  "brigs",  carried  the 
subsidiary  mast  of  the  "snow"  {see  page  30),  viz: — Figs.  30,  38,  58, 
80,  82,  118,  127,  133,  162,  175,  176,  178,  181,  200,  201,  204,  206,  214, 
215,  216,  223,  225,  226,  240,  248,  250. 


Fig. 

132. 

Fig. 

139. 

Fig. 

148. 

Fig. 

154. 

Fig. 

155. 

Fig. 

156. 

Fig. 

157. 

Fig. 

159. 

Fig. 

166. 

Fig. 

172. 

Fig. 

174. 

Fig. 

175. 

Fig. 

192. 

Fig. 

194. 

Fig. 

195. 

Fig. 

203. 

Fig. 

205. 

Fig. 

232. 

Fig. 

234. 

Fig. 

238. 

Fig. 

246. 

Fig. 

248. 

Fig. 

250. 

THE  SAILING  SHIPS  OF  NEW  ENGLAND 
1748—1907 


[2]  BARK  "ABBY  BACON,"  473  TONS.  BUILT  AT  GOSI  (JRT,  VA.,  IN  1861, 
COMMANDED  BY  CAPT.  JOSEPH  W.  BESSOM  OF  MARBLEHEAD. 


[3]   BARK  "ALBERS,"  360  TONS,  BUILT  AT  TOPSHAM,  ME.  IN  1844. 


[4]  SHIP  "ALBUS,"  COMMANDED  BY  CAPT.  MICHAEL  B. 
GREGORY  OF  MARBLEHEAD. 


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[5]  BRIGANTINE  "ALERT,"  OF  NEWBURYPORT,  139  TONS,  BUILT 

AT  AMESBURY  IN  1806,  CAPT.  S.  HERRICK,  MASTER,  ENTERING 

MARSEILLES,  DEC.  13,  1806. 


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[6]  SHIP  "AMERICA,-  od,  OF  SALEM,  654  TONS,  BUILT  IN  FRANCE. 


[7]  SHIP  "ANN  AND  HOPE,"  550  TONS,  BUILT  IN  17f8  BY  BENJAMIN 
TALLMAN  FOR  BROWN  AND  IVES  OF  PROVIDENCE,  R.  I. 


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[11]  SHIP  "ANN  MARIA,"  489  TONS,  BUILT  AT  ESSEX,  MASS., 
IN  1843,  DAVID  PINGREE  AND  CHARLES  MILLETT,  OWNERS. 


[12]  SHIP  "ARBELLA,"  OF  SALEM,  404  TONS,  BUILT  AT  BATH, 
MAINE,  IN  1825. 


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[14]  SHIP  "ARCHER."  1095  TONS,  BUILT  AT  SOMERSET  IN  1853. 
From  a  painting  by  a  Chinese  artist  made  in  Hong  Kong. 


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[15]  SHIP  "AURORA"  OF  SALEM,  1396  TONS,  BUILT  AT  CHELSEA  IN  1853 


[17]  "AUSTERLITZ,"  CAPT.  WILLIAM  HAMMOND  OF  MARBLE- 
HEAD,  MASTER,  ENTERING  THE  PORT  OF  HAVRE,  JANUARY  9,  1834. 


[18]  SHIP  "AUSTRALIA,"  OF  SALEM,  534  TONS.  Ul'lLT  AT 

MEDFORD  IN  1849. 

Sold  to  Boston  owners  in  1861  and  afterwards  wrecked  about  1868  at  Maulmaii 

From  a  painting  at  the  Peabody  Museum,  Salem,  showing  the  ship 

"entering  the  new  harbor  of  Marseilles,  June,  1857." 


[19]  BARK  "AZOF,"  297  TONS,  BUILT  AT  MEDFORD  IN  1844. 


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[20]  TOPSAIL  SCHOONER  "BALTICK,"  OF  SALEM,  COMING  OUT  OF 

ST.  EUSTATIA,  NOV.  16.  1765. 

The  earliest  picture  of  a  Salem  vessel. 


[22]  SHIP  "BELISARIUS,"  209  TONS,  BUILT  AT  SALEM  IN  1794. 
Lost  near  Tunis  in  April,  1810.     From  a  water-color  by  M.  F.  Corne, 
showing  the  vessel  leaving  a  wharf  in  Salem. 


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[23]  SHIP  "BONETTA,"  OF  SALEM,  227  TONS,  BUILT  AT 

DUXBURY  IN  1800. 

From  a  water-color  painted  at  Leghorn  in  1805. 


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[25]  SHIP  "BORNEO,"  297  TONS,  BUILT  AT  SALEM  IN  183L 

Afterwards  altered  to  a  bark  and  abandoned  in  the  North  Atlantic,  Jan.  1,  1854. 

From  a  water-color  painted  in  Genoa. 


[26]  SHIP  "BOSTONIAN,"  1099  TONS,  BUILT  AT  EAST 
BOSTON,  IN  1854  BY  DONALD  McKAY. 


[27]  SCHOONER  "BRENDA"  OF  BOSTON.  BUILT  IN  1852,  AT 

PORTSMOUTH,  N.  H. 

Used  by  Russell  &  Co.,  in  the  opium  trade  between  India  and  Canton. 


[28]  SHIP  "BROOKLINE"  OF  SALEM,  349  TONS,  BUILT  AT  MEDFORD, 

IN  1831.  LATER  BECAME  A  WHALER  OUT  OF  NEW  LONDON,  CONN. 

From  a  painting  showing  the  ship  leaving  Salem  for  Manila,  July  26,  1839. 


[29]  SHIP  "CADMUS."  CAPT.  SAMUEL  IVES,  MASTER. 
From  a  water-color  by  Anton  Roux,  painted  at  Marseilles  in  1822. 


[30]  BRIG  "CAMBRIAN,"  196  TONS,  BUILT  AT  SALEM  IN  1818. 
From  a  water-color  by  Frederic  Roux,  painted  in  1826. 


[31]  BARK  "CANTON  PACKl-r."  ()!•    BOSTON,  OWNKD  BY 
J.  &  T.  H.  PERKINS. 


[32]  SHIP  "CARNATIC,"  602  TONS,  BUILT  AT  SACO,  ME.,  IN  1847 
ENTERING  THE   HARBOR  OF  LIVERPOOL. 


[33]  SHIP  "CAROLINA,"  OF  SALEM,  395  TONS,  BUILT  AT  MEDFORD  IN  1836. 


[34]  SHIP  "CARRINGTON,"  598  TONS,  BUILT  AT  WARREN.  R.  I.  IN  1847. 


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[37]  SHIP  "CARTHAGE,"  426  TONS,  BUILT  AT  SALEM  IN  1837. 
From  an  oil  painting  by  Clement  Drew  of  Boston. 


[38]  BRIG  "CENTURION,"  OF  SALEM,  205  TONS,  BUILT  AT  HAVERHILL  IN  1822. 
From  a  water- color  painted  about  1825. 


[39]  BARK  "CERES,"  OF  SALEM.  387  TONS,  BUILT  AT  MEDFORD  IN  1846. 


[40]  BARK  "CHALCEDONY,"  214  TONS.  BUILT  AT  MEDFORD  IN  182.5. 
From  a  painting  by  Benjamin  F.  West. 


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[41]  SHIP  "CHALLENGE,"  2006  TONS,  BUILT  AT  NEW  YORK 
IN  1851  BY  W.  H.  WEBB. 


[42]  SHIP  "CHARIOT  OF  FAME,"  1573  TONS,  BUILT  BY  DONALD  MCKAY  IN  1853. 


[43]  SHIP  "CHARLEMAGNE,"  BUILT  IN  1824. 
From  a  water-color  by  Frederic  Roux,  painted  at  Paris  in  1828. 


[44]  SHIP  "CHARLOTTE,"  OF  BOSTON,  390  TONS,  BUILT  AT 
PORTSMOUTH,  N.  H.,  IN  1832. 


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[45]  SHIP   "CHINA,"  370  TONS,  BUILT  AT  SALEM  IN  1817. 
After  a  water-color  signed  "Gueisiippi ." 


[46]  SHIP  "CLAUDIUS,"  BUILT  AT  MEDFORD  IN  1836 
BY  P.  &  J.  O.  CURTIS. 


[49]  SHIP  "COLUMBIA,"  OF  BOSTON,  BUILT  AT  SCITUATE. 

The  first  Boston  vessel  to  visit  the  northwest  coast  and  to  circumnavigate  the 

globe.     From  a  drawing  at  the  Bostonian  Society  showing  an  attack 

by  natives  in  the  Straits  of  Juan  de  Fuca. 


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[50]  SHIP  "COLUMBUS,"  OF  BOSTON,  COMMANDED  IN  1824  BY 

CAPT.  SAMUEL  TUCKER  OF  MARBLEHEAD. 

From  a  painting  by  Jacob  Peterson  showing  the  ship  passing  Crownburg 

Castle  on  the  voyage  from  Copenhagen. 


[53]  CLIi'PER-SHIP  "COMET,"  OWNED  BY  GEN.  EDWARD  CARRINGTON 
OF  PROVIDENCE,  R.  I. 


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[54]  SHIP  "CORDELIA,"  OF  BOSTON,  HOMEWARD  BOUND  FROM 
LEGHORN  ABOUT  1830. 


[53]  CLIPPER-SHIP  "COMET,"  OWNED  BY  GEN.  EDWARD  CARRINGTON 
OF  PROVIDENCE,  R.  I. 


[54]  SHIP  "CORDELIA,"  OF  BOSTON,  HOMEWARD  BOUND  FROM 
LEGHORN  ABOUT  1830. 


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[56]  BRIG  "CRUGER,"  154  TONS,  BUILT  IN  MARYLAND  IN  1788. 
OWNED  BY  ELIAS  HASKET  DERBY  OF  SALEM. 


[57]  BRIG  "CURLEW,"  COMMANDED  BY  CAPT.  JOSEPH  GREGORY, 
BUILT  IN  MARBLEHEAD  AND  SOLD  IN  BATAVIA  IN  1857. 


[58]  SHIP  "CYGNET,"  215  TONS,  BUILT  AT  SALEM  IN  1822. 
From  a  water-color  by  "Anthony  Roux,  the  Son,  at  Marseilles,  1824. 


[59]  BARK  "CYNTHIA,"  374  TONS,  BUILT  AT  HAVERHILL  IN  1833. 
From  a  painting  by  Sunqua,  a  Chinese  artist  at  Lintin  in  1838. 


[60]  BRIG  "CZARINA,"  OF  BOSTON. 
Fram  a  painting  made  in  1838  by  J.  Petersen. 


[61]  SHIP  "DANIEL  I.  TENNEY,"  1687  TONS,  BUILT 

AT  NEWBURYPORT  IN  1875. 

A  very  deep  ship,  having  three  full  decks.     From  a  painting  showing 

the  ship  passing  Pier  Head,  Havre,  France,  outward  bound. 


[62]  SHIP  "DANIEL  WEBSTER,"  1187  TONS,  BUILT  AT  EAST 

BOSTON  IN  1850  BY  DONALD  McKAY. 

From  a  painting  showing  the  ship  rescuing  the  passengers  of  the 

immigrant  ship  "Unicorn,"  on  November  9,  1851. 


[63]  SHIP  "DANUBE,"  908  TONS,  BUILT  AT  BATH,  ME.,  IN  1854. 


[64]  SHIP  "DANUBE,"  908  TONS,  BUILT  AT  BATH,  ME.,  IN  1854. 
From  an  oil  painting  showing  the  ship  at  anchor  off  Victoria,  Hong  Kong. 


[65]  SHIP  "DASHING  WAVE,"  1239  TONS,  BUILT  AT  PORTSMOUTH, 

N.  H.,  IN  1853. 

From  a  pencil  drawing  made  in  1855. 


[66]  SHIP  "DASHING  WAVE,"  1239  TONS,  BUILT  AT  PORTSMOUTH. 

N.  H.,  IN  1853. 

From  a  painting  showing  the  ship  entering  Boston  harbor  in  1855. 


[67]  SHIP  "DERBY,"  1062  TONS,  BUILT  AT  CHELSEA  IN   1855. 

From  a  painting  by  a  Chinese  artist  showing  the  ship  "entering  Hong  Kong. 

March  13,  1864." 


■I  ^„ 


[681  HERMAPHRODITE  BRIG  "DIOMEDE,"  223  TONS,  BUILT  AT 
SALEM  IN  1809,  JOHN  CROWINSHIELD,  OWNER. 


[69]  FOUR-MASTED  BARKENTINE  "DORIS,"  944  TONS,  BUILT  AT 
BELFAST,  MAINE,  IN  1894. 


[71]  BARK  "DRAGON,"  289  TONS.  BUILT  AT  NEWBURY  IN  1850. 
From  an  oil  painting  probably  by  Benjamin  F.  West  of  Salem. 


[72]  SHIP  "DROMO,"  306  TONS,  BUILT  AT  PLYMOUTH  IN  1828. 
From  a  water-color  showing  the  ship  off  the  port  of  Marseilles  in  1836. 


[73]  SHIP  "EDWARD  HYMAN,"  1056  TONS,  BUILT  AT 
CASTINE,  MAINE,  IN  1855. 


[74]  BARK  "EDWARD  KOPPISCH,"  249  TONS,  BUILT  AT  NEWBURY  IN  1845. 
From  a  painting  by  Benjamin  F.  West  about  1854. 


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[75]  BARK  "ELIZA,"  240  TONS,  BUILT  AT  SALEM  IN  1823. 

Sailed  for  California,  with  passengers,  in  December,  1848.     From  a  painting 

by  Benjamin  F.  West. 


[76]  BRIG  "I  LIZA,"  OWNED  BY  BROWN  &  IVES  OF  PROVIDENCE,  R.  I. 
From  a  water-color  showing  the  brig  leaving  Leghorn  in  1805. 


[77]  SHIP  "ELIZA,"  272  TONS,  BUILT  AT  SALEM  IN  1817. 
From  a  water-color  painted  at  Leghorn  in  1829. 


[78]  WHALING  SHIP  "ELIZA  ADAMS,"  403  TONS,  BUILT  AT 

FAIRHAVEN,  MASS.,  IN  1S35. 
From  a  painting  by  C.  S.  Raleigh,  at  the  Peabody  Museum,  Salem. 


[79]  BRIG  "ELIZA  AND  MARY,"  132  TONS,  BUILT  AT  BOSTON  IN  1804. 

From  a  painting  made  in  1822.     Went  ashore  near  Amboy,  N.  J.  in  1823 

and  abandoned. 


[80]  BRIG  "ELIZA  ANN,"  137  TONS,  BUILT  AT  CHARLESTOWN  IN  1828. 

Lost  at  sea  in  1837.     From  a  water-color  painted  by  Francois  Roux 

at  Marseilles  in  1836. 


[81]  SHIP  "ELIZA  ANN,"  OF  SALEM,  370  TONS,  BUILT  AT  BALTIMORE, 

MARYLAND,  IN  1835. 

From  a  painting  by  a  Chinese  artist  at  Whampoa. 


[82]  BRIG  "ELIZA  BURGESS,"  OF  SALEM.  176  TONS,  BUILT  AT  COHASSET 

IN  1838. 
From  a  painting  by  William  H.  Luscomb. 


[83]  SHIP  "EMERALD,"  359  TONS,  BUILT  AT  BCSTON  IN  1822. 


[84]  SHIP  "EMPORIUM,"  OF  BOSTON,  309  TONS,  BUILT  AT  WISCASSET, 

MAINE,  IN  1832. 

From  a  water-color  by  Anton  Roux,  sen.,  painted  at  Marseilles  in  1833. 


[85]  CLIPPER -SHIP  "EMPRESS  OF  THE  SEA,"  1756  TONS,  BUILT  AT 

EAST  BOSTON  BY  DONALD  McKAY  IN  1853. 

From  a  pencil  drawing  by  Charles  E.  Bateman  of  Newburyport. 


[86]  SHIP  "ERIN,"  OF  SALEM,  270  TONS,  BUILT  AT  NEW  YORK  IN  1810. 


[87]  UNITED  STATES  FRIGATE  "ESSEX,"  860  TONS,  BUILT  AT  SALEM  IN  1799. 

The  largest  vessel  built  at  Salem.     From  a  water-color  by  Joseph  Howard,  at  the 

Peabodv  Museum,  Salem. 


[881  BRIG  "EUNICE"  OF  SALEM,  145  TONS,  BUILT  AT  BARNSTABLE  IN  1803. 

From  a  water-color  by  Anton  Roux,  showing  device  for  launching  the  vessel  after 

cleaning  its  bottom  at  St.  Paul  Island  in  1817. 


[89]   BRIGANTINE  "EXPERIMENT,"     OF  NEWBURYPORT.  114  TONS.  BUILT 

AT  AMESBURY  IN  1803. 

From  a  water-color  painted  in  1807  by  Nicolay  Carmillieri. 


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[90]  SHIP  "FANNY,"  OF  SALEM,  150  TONS,  BUILT  AT  FREEPORT.  ME.,  IN  1796. 
From  a  water-color  by  M.  Corne  painted  in  1801,  now  at  the  Peabody  Museum,  Salem. 


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[92]  TOPSAIL -SCHOONER  "FAME,"  OF  SALEM,  62  TONS,  BUILT  AT 

IPSWICH  IN  1795. 

From  a  water-color  painted  in  1800  by  William  Ward. 


[93]  SHIP  "FEARLESS,"  1183  TONS,  BUILT  AT  EAST  BOSTON 
IN  1853,  AND  OWNED  BY  W.  F.  WELD  &  CO. 


[95]  SHIP  "FLYING  EAGLE,"  1094  TONS,  BUILT  AT 

NEWCASTLE,  MAINE,  IN  1853. 

After  an  oil  painting  made  at  Hong  Kong  by  a  Chinese  artist. 


[96]  SHIP  "FLYING  FISH,"  OF  BOSTON,  1350  TONS,  BUILT 

AT  EAST  BOSTON  IN  1851  BY  DONALD  McKAY. 

Built  for  the  California  trade.     FounderedBh  the  China  Sea. 


[99]  SHIP  "FRANCIS,"  297  TONS,  BUILT  AT  SALEM  IN  1807. 
From  a  water-color  by  Anton  Roux,  1816,  at  the  Peabody  Museum,  Salem. 


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[100]  SHIP  "FRANK  JOHNSON,  f.L'^)   TONS,  lUMLT  A  r  CAI'K  KLIZABETH, 

MAINE,  IN  1850. 

From  a  water-color  by  Frederic  Roux,  painted  at  Havre  in  1851. 


[102]  SHIP  "FREDONIA,"  406  TONS,  BUILT  AT  NEWBURYPORT 

IN  1827. 

From  a  water-color  showing  the  vessel  off  Havre  in  1830. 


[103]  SHIP  "FRIENDSHIP,"  342  TONS,  BUILT  AT  SALEM  IN  1797. 


[104]  SHIP  "GAME  COCK,"  OF  BOSTON,  1320  TONS,  BUILT  BY 
SAMUEL  HALL  OF  EAST  BOSTON,  IN  1850. 
Condemned  in  1880  at  the  Cape  of  Good  Hope. 


[105]  SHIP  "GAME  COCK,"  1320  TONS,  BUILT  AT  EAST  BOSTON  IN  1850. 


[106]  SHIP  "GANGES,"  215  TONS.  BUILT  AT  SCITUATE  IN  1806. 

From  a  water-color  made  a  Marseilles  showing  the  ship  leaving  for 

India  in  1819. 


[107]  SHIP  "GEORGE,"  328  TONS,  BUILT  AT  SALEM  IN  1814. 
From  a  painting  by  Edmund  Stone  of  Beverly. 


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[109]  SNOW  "GEORGE,"  FROM  A  DRAWING  MADE  ABOUT 
1793  IN  A  LOG  BOOK  NOW  AT  THE  MASSACHUSETTS 
HISTORICAL  SOCIETY. 


[110]  WHALING  SHIP  "GEORGE,"  OF  NEW  BEDFORD. 

From  a  water-color  painted  at  Havre  by  Montardier. 


[Ill]  SHIP  "GEORGE  WEST."  1071  TONS,  BUILT  AT  NEWBURY 

IN  1855. 


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[112]  BARK  "GERTRUDE,"  OF  BOSTON.  507  TONS,  BUILT  AT 
BATH,  MAINE,  IN  1852. 


[113]  BARK  "GLIDE,"  295  TONS,  BUILT  AT  SALEM  IN  1861. 
Wrecked  at  Tamatave,  Madagascar,  in  1887. 


[114]  SHIP  "GLIDE,"  306  TONS,  BUILT  AT  SALEM  IN  1811. 
From  a  water-color  by  "Anton  Roux  fils  aine  a  Marseille,  1823." 


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[116]  SHIP  "GOLDEN  EAGLE,"  BUILT  AT  MEDFORD  IN  1852. 
From  a  painting  made  at  Hong  Kong,  China. 


[117]  SHIP  "GOLDEN  WEST,"  1441  TONS.  BUILT  AT  BOSTON 
IN  1852.     CAPT.  S.  H.  CURWIN  OF  SALEM,  MASTER. 


[118]  BRIG  "GOVERNOR  ENDICOTT,"  297  TONS,  BUILT  AT  SALEM 

IN  1819. 

From  a  painting  made  in  1832.    Altered  to  a  bark  in  1836. 


[119]  LETTER  OF  MARQUE  BRIG  "GRAND  TURK,"  OF  SALEM,  309  TONS, 

BUILT  AT  WISCASSET,  MAINE,  IN  1812. 
From  a  water-color  by  Anton  Roux  showing  the  vessel  saluting  at  Marseilles  in  1815. 


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[121]  SHIP  "GRAND  TURK,"  OF  SALEM.  300  TONS,  BUILT  ON 
THE  MASSACHUSETTS  SOUTH  SHORE,  IN  1781. 
Painting  in  an  Oriental  Lowestoft  ware  punch  bowl  made  at  Canton  in  17& 
now  at  the  Peabody  Museum,  Salem. 


[122]  SHIP  "GRAVINA,"  OF  BOSTON,  820  TONS,  BUILT  AT  HOBOKEN,  N.  J.,  IN  1853. 
CAPT.  CALEB  SPRAGUE,  MASTER. 


[123]  SHIP  "GREAT  ADMIRAL,"  1575  TONS,  BUILT  AT 
EAST  BOSTON  IN  1869. 


[125]  BARK  "GYPSY,"  SAMUEL  GRAVES 

OF  MARBLEHEAD,  MASTER,  ENTERING  MARSEILLES, 

DEC.  15,   1842. 


[126]  BARK  "HAMILTON,"  OF  SALEM,  275  TONS,  BUILT  AT 

CAMDEN,  MAINE,  IN  1846. 

From  a  water-color  by  Raffael  Corsini,  painted  May  6.  1849  at  Smyrna. 


[127]  BRIG  "HAMILTON,"  OF  SALEM,  1&4  TONS,  BUILT  AT 

SCITUATE  IN  1830. 

From  an  oil  painting  by  William  Henry  Luscomb  of  Salem,  made  about  If 40. 


[128]  PRIVATEER  BRIG  "HARPY,"  350  TONS,  COMMANDED 
BY  CAPT.  WILLIAM  NICHOLS  OF  NEWBURYPORT. 


[129]  SCHOONER  "HENRY  R.  TILTON,"  OF  BELFAST.  ME., 

492  TONS,  BUILT  AT  WILMINGTON,  DEL.,  IN  1875. 

From  a  photograph  showing  the  vessel  ashore  on  Stony  Beach, 

Hull,  in  1898. 


:i30]  BARK  "HAZARD,"  OF  SALEM,  337  TONS,  BUILT  AT  BOSTON 

IN  1848. 

Lost  on  Old  Man's  Shoal  off  Nantucket,  Feb.  14,  1881.     Famous  for 

hi.  r  fast  voyages. 


[131]  SHIP  "HERCULES,"  OF  SALEM,  2P0  TONS,  BUILT  AT  HAVERHILL 

IN  1805 

From  a  water-color  by  "T.  P."  showing  the  ship  "laying  to  in  a  heavy  gale  in 

the  Baltic,  Nov.  6,  1825." 


[132]  SHIP  "HERCULES/'  290  TONS,  BUILT  AT  HAVERHILL  IN  1805. 


[133]  BRIG  "HERSCHEL."  JOHN  DAVIS,  MASTER. 
Abandoned  at  sea  in  1836.     From  a  water-color  painted  at  Marseilles  in  1825  by 
Anton  Roux. 


[134]  TOPSAIL -SCHOONER  "H.  H.  COLE,"  OF  SALEM,  98  TONS, 

BUILT  AT  BALTIMORE  IN  1843. 

Lost  in  a  collision  ?t  sea,  Jan.  11,  1848.     From  an  oil  painting  by  Clement 

Drew  at  the  Peabody  Museum,  Salem. 


[135]  SHIP  "HIGHLANDER,"  OF  SALEM.  1352  TONS,  BUILT  AT 

AT  BOSTON  IN  1869. 

From  an  oil  painting  by  a  Chinese  artist  at  Hong  Kong,  now  at  the 

Peabody  Museum,  Salem. 


[136]  SHIP  "HOPE,"  OF  BOSTON,  BUILT  AT  MEDFORD  IN  1SU4 
BY  T.  MAGOON. 


[137]  SHIP  "HOPE,"  OF  PROVIDENCE,  R.  I.,  OWNED 
BY  BROWN  &  IVES. 


[138]  SHIP  "IDAHO,"  ^9S  TUNS,  BUILT  AT  EAST  BOSTON  IN  1860. 


[139]  BARK  "IMAUM,"  275  TONS,  BUILT  AT  NEWBURYPORT  IN  1850. 


[141]  BRIG  "INCREASE,"  108  TONS,  COMMANDED  IN  1803  BY  CAPT. 
WILLIAM  WIDGER  OF  MARBLEHEAD. 


[142]  CLIPPER -SHIP  "INDEPENDENCE,"  952  TONS,  BUILT  AT 

EAST  BOSTON  IN  1871. 

From  a  photograph  by  Stebbins. 


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[143]  SHIP  "IRIS,"  OF  SALEM,  227  TONS,  BUILT  AT  KENNEBUNK, 

MAINE,  IN  1797. 

Fr^m  a  water-c^lor  painted  at  Naples  in  1806. 


[144]  BARK  ■ISABELLA,"  OWNED  BY  LOMBARD  .^  CO..  OF  BOSTON. 
Used  in  the  Mediterranean  trade  and  finally  sunk  by  a  privateer. 


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[146]  SHIP  "JOHN."  258  TONS.  BUILT  AT  SALEM.  WITH  A  KETCH 

RIG,  IN  1795. 

From  a  painting  by  M.  F.  Corne,  1803. 


[147]  BARK  "JOHN  WORSTER,"  611  TONS,  BUILT  AT  MEDFORD  IN  1867. 


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[150]  HERMAPHRODITE  BRIG  "JOSEPH  BALCH,"  OF  BOSTON,  153  TONS,  BUILT 
AT  MARSHFIELD  IN  1840. 


[151]  SHIP  "J.  P.  WHITNEY,"  874  TONS,  BUILT  AT  CASTINE,  MAINE,  IN  1852. 
From  a  water-color  made  at  Malta  in  1864. 


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[158]  TOPSAIL -SCHOONER  "KAMEHAMEHA  III,"  116  TONS, 

BUILT  AT  BALTIMORE,  MD.,  IN   1845  AND  REGISTERED  IN  BOSTON. 

Sold  to  the  King  of  the  Hawaiian  Islands. 


[159]  WHALING  SHIP  "KUTUSOFF."  410  TONS,  BUILT  AT  NEW  BEDFORD 

IN  1834. 
A  New  Bedford  whaler,  condemned  at  Rio  Janeiro  in  1861. 


[161]  SHIP  "LEADING  WIND,"  1208  TONS,  BUILT  AT  BATH,  M 


[162]  BRIG  "LEANDER."  223  TONS,  BUILT  AT  SALEM  IN  If 
From  the  water-color  by  Gi.  Carmiletti  at  the  Peabody  Museum, 
Salem,  showing  the  ship  entering  Smyrna  in  1830. 


[163]  BARK  "LEO."  COMMANDED  BY  CAFT.  SAMUEL  GRAVES 
OF   MARBLEHEAD. 


[164]  SHIP  "LEODES,"  445  TONS,  BUILT  AT  KINGSTON  IN  1841. 

From  a  painting  by  J.  Spise,  Amsterdam,  1856,  showing  the  vessel 

entering  Browershaven,  May  19,  1856,  from  Samarang. 


--*/ 


[166]  SCHOONER  "LIDIA"  117  TONS,  BUILT  AT  AMESBURY  IN  1804. 

From  a  water-color  by  Nicolas  Cammillieri,  showing  the  vessel 

entering  Marseilles,  Nov.  10,  1807. 


[167]  SHIP  "LIGHTNING,"  2083  TONS,  BUILT  AT  EAST  BOSTON, 

BY  DONALD  McKAY  IN  1854. 

Holds  the  world's  record  of  436  nautical  miles  for  a  day's  run. 

From  a  painting  by  Capt.  W.  B.  Whall. 


[168]  SHIP  "LIVERPOOL,"  450  TONS,  BUILT  AT  MEDFORD  IN  1828. 


[169]  SHIP  "LIVERPOOL,"  450  TONS,  BUILT  AT  MEDFORD 

IN  1828. 
From  a  painting  by  Robert  Salmon,  at  the  Peabody  Museum,  Salem. 


[171]  SHIP  "LOOCHOO,"  639  TONS,  BUILT  AT  MEDFORD  IN  1840. 


[172]  HEMAPHRODITE-BRIG  "LUBRA,"  OF  BOSTON,  318  TONS, 
BUILT  AT  DANVERSPORT  IN  1864. 


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[174]  CLIPPER-SHIP  "LUCY  S.  WILLIS,"  1409  TONS,  BUILT  AT 

EAST  BOSTON  IN  1869. 

From  an  oil  painting  by  Samuel  Walters. 


[175]  BRIG  "LYDIA,"  OF  PLYMOUTH,  MASSACHUSETTS. 


[176]  BRIG  "MAGOUN,"  180  TONS,  BUILT  AT  MEDFORD  IN  1825. 
From  a  water-color  by  Frederic  Roux  painted  at  Marseilles  in  1826. 


[177]  PINKY  "MAINE,"  24  TONS,  BUILT  AT  ESSEX,  MASS.,  IN  1845. 

A  type  of  small  vessel  once  in  general  use  along  the  New  England 

coast  both  for  freighting  and  fishing.     From  a 

photograph  taken  in  Belfast,  Me.,  harbor. 


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[178]  BRIG  "MALAY,"  268  TONS,  BUILT  AT  SALEM  IN  1818. 

From  a  water-color  by  Peter  Mazzinghi,  showing 

the  brig  at  Leghorn,  Oct.  16,  1831. 


[179]  SHIP  "MALAY,"  868  TONS,  BUILT  AT  CHELSEA  IN  1852. 
From  a  painting  showing  the  ship  entering  Hong  Kong,  Jan.  25,  1858. 


[180]  SHIP  "AIARGARKT,"  2^-5  T(JNS,  BUILT  AT  SALKM  IN  1800. 

From  a  water-color  painted  in  1802  by  M.  F.  Corne.     Was  in  Japan 

in  July  1801.     Lost  at  sea  in  1810. 


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[181]  BRIG  "MARIA,"  OF  BOSTON,  JOSEPH  SAUNDERS,  MASTER. 
From  a  water-color  by  Anton  Roux,  painted  in  1804  at  Marseilles. 


[182]  SHIP  "MARY,"  1149  TONS,  BUILT  AT  MARBLEHEAD  IN  1854. 
From  a  picture  painted  in  1879  by  William  York. 


[183]  BRIG  "MARY    HELEN"  OF  SALEM,  157  TONS,  BUILT  AT 
HINGHAM  IN  1833. 


^'^- 


[185]  BRIG  "MARY  PAULINE,"  OF  SALEM,  172  TONS,  BUILT  AT 

HARTFORD,  CONN.,  IN  1833. 

Said  to  have  been  formerly  a  slaver  under  the  name  "Lalla  Rookh." 


[186]  SHIP  "MASSACHUSETTS,"  344  TONS,  BUILT  AT  SALISBURY  IN  1805. 
From  an  oil  painting  showing  the  ship  entering  the  port  of  Leghorn,  Jan.  8,  1807. 


[187]  THREE-MASTED   TOPSAIL -SCHOONER  "MAY," 
MULFORD  PATTERSON,  JR.,  MASTER. 


[188]  BRIG  "MERCURY,"  COMMANDED  BY  CAPT.  JOHN  DEVEREUX 

OF  MARBLEHEAD,  ENTERING  ELSINEUR  ROADS  PROM  BOSTON, 

OCT.  11,  1825. 


[189]  BARK  "METIS,"  620  TONS,  BUILT  AT  NEWBURYFORT  IN  1868. 
From  an  oil  painting  by  W.  H.  Smith,  at  the  Peabody  Museum,  Salem. 


[190]  BRIG  "MEXICAN,"  227  TONS,  BUILT  AT  SALEM  IN  1824. 

SHOWING  HER  ATTACKED  BY  PIRATES,  SEPT.  20,  1832, 

WHILE  ON  A  VOYAGE  TO  RIO  JANEIRO. 

From  a  painting  made  about  1876  by  George  Southward  after  a  drawing 

made  in  September,  1832  by  Benjamin  B.  Reed. 


[191]  SHIP  "MINDORO,"  OF  SALEM,  1065  TONS,  BUILT  AT  BOSTON  IN  1854. 

The  last  ship  owned  in  Salem  to  engage  in  foreign  trade.     Sailed  from  Salem,  April,  1897, 

for  the  last  time.     A  painting  by  Charles  Torrey,  at  the  Peabody  Museum,  Salem. 


[192]  SHIP  "MINDORO,"  1065  TONS,  BUILT  IN  1864 
AT  BOSTON. 


[193]  SHIP  "MOREA."  330  TONS,  BUILT  AT  CHARLESTOWN  IN  1828. 
From  a  painting  by  Walter  and  Son,  7  Pleasant  St.,  Liverpool, 
dated  July  13,  1830. 


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[194]  SHIP  "MONK,"  OF  SALEM,  253  TONS,  BUILT  AT 

NOBLEBOROUGH,  MAINE,  IN  1805. 

From  a  water-color  after  the  original  painting  by  Nicolai  Carmillieri, 

Marseilles,  1806. 


[195]  TOPSAIL -SCHOONER  "MISSIONARY  PACKET,"  40 
TONS,  BUILT  AT  SALEM  IN  1825. 


[196]  SHIP  "MOUNT  HOPE,"  OF  NEWPORT,  R.  I. 

From  a  drawing  made  in  1801  in  a  log  book  now  in  the  possession  of  the 

Massachusetts  Historical  Society. 


[197]  SHIP  "MOUNT  VERNON,"  355  TONS,  BUILT  AT  SALEM  IN  1798. 
From  a  water-color  painted  in  1799  by  M.  F.  Corne. 


[198]  SHIP  "MOUNT  VEKXON,"  355  TUNS,  BUILT  AT  SALEM  IN  1798. 

From  a  water-color  painted  in  1799  by  M.  F.  Corne,  showing  an  encounter 

with  a  French  cruiser. 


[199]  SHIP  "MOUNT  VERNON,"  355  TONS,  BUILT  AT  SALEM  IN  1798. 

From  a  water-color  by  M.  F.  Corne,  1799,  showing  an  engagement 

with  a  French  latteener. 


[200]  BRIG  "NAIAD,"  OF  SALEM,  259  TONS,  BUILT  AT  HAVERHILL 

IN  1817. 

From  a  water-color  by  Anton  Roux  painted  in  1820. 


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[201]  BRIG  "NANCY,"  OF  MARBLEHEAD,  150  TONS. 
From  a  water-color  by  Anton  Roux  painted  at  Marseilles  in  1823. 


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202]  SHIP  "NANCY,"  BUILT  AT  NEWBURY  IN  1802. 
From  a  water-color  by  F.  Dannenberg,  1805. 


[203]  BARK  "NATCHEZ,"  299  TONS,  BUILT  IN  1838. 
From  a  painting  at  the  Peabody  Museum,  Salem. 


[205]  SHIP  "NAVIGATOR."  333  TONS,  BUILT  AT  MEDFORD  IN  1841. 
From  a  painting  destroyed  in  the  great  Salem  fire  of  1915. 


[206]  BRIG  "NEREUS,"  OF  SALEM.  181  TONS.  BUILT  AT 
HAVERHILL  IN  1818. 


[207]  SHIP  "NIGHTINGALE,"  1066  TONS,  BUILT  AT 

PORTSMOUTH,  N.  H.,  IN  1851. 

Built  as  an  exhibit  for  the  International  Exposition  at  London. 

Used  in  the  China  trade  and  in  1861  became  a  slaver. 


[208]  SHIP  "NIOBE,"  686  TONS,  BUILT  AT  MEDFORD  IN  1847. 


[209]  SHIP  "NORTH  BEND,"  365  TONS,  BUILT  AT  HAVERHILL  IN  184L 
From  a  painting  by  J.  Spinn  of  Amsterdam,  showing  the  brig  "entering  the  Texel,  1842. 


[210]  SHIP  "NORTHERN  CHIEF."  1136  TONS,  BUILT  AT  BELFAST, 

MAINE,  IN  1852. 

Used  in  the  California  trade. 


[211]  SHIP  "OCEANA,"  631  TONS.  BUILT  AT  MEDFORD  IN  1840. 
From  a  water-color  by  Frederick  Roux  made  at  Havre  in  April,  1841. 


[212]  SHIP  "OCEAN  QUEEN,"  824  TONS,  BUILT  AT  NEWBURYPORT  IN  184^ 


[213]  SHIP  "OCEAN  ROVER,"  776  TONS,  BUILT  AT 

PORTSMOUTH,  N.  H.,  IN  1860. 

From  a  painting  showing  the  ship  entering  Hong  Kong,  Feb.  20,  1865. 


O  LINDA       ^       SaLBM. 


[214]  BRIG  "OLINDA,"  178  TONS,  BUILT  AT  SALEM  IN  1825. 
From  a  water-color  by  Francois  Roux,  now  at  the  Peabody  Museum,  Salem. 


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[217]  SHIP  "OROONDATES,"  1768  TONS,  BUILT  AT  SWANZEY,  MASS. 

IN  1855,  AND  OWNED  BY  C.  &  J.  MARUAN  OF  PROVIDENCE. 

From  a  painting  showing  the  ship  at  Antwerp. 


[218]  SHIP  "PALESTINE,"  AUGUSTUS  V.  LITTLEFIELD,  MASTER. 
From  a  water-color  by  Frederic  Roux  showing  the  ship  leaving  Havre,  Aug.  1,  1840. 


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[219]  BARK  "PATRIOT,"  255  TONS,  BUILT  AT  DANVERS  IN  1809. 
From  a  painting  made  in  1817  by  Jacob  Petersen. 


^^ 


[220]  SHIP  "PEPPERELL,"  668  TONS,  BUILT  AT  BIDDEFORD. 
MAINE  IN  1854. 


[222]  BRIGANTINE  "PEGGY,"  OF  SALEM,  167  TONS, 
BUILT  AT  BERWICK,   MAINE, 

IN  1788. 
From  the  picture  on  a  pitcher  of  Liverpool  ware  made  in 
1797.     Probably  a  typical  rather  than  an  actual  portrait. 


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[224]  SHIP  "PERSEVERANCE,"  245  TONS,  BUILT  AT 

HAVERHILL  IN  1794. 

Wrecked  on  Cape  Cod  in  1805. 


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[225]  BRIG  "PERSIA,"  254  TONS,  BUILT  AT  SALEM  IN  1822. 
Wrecked  on  Cape  Ann  in  1829  and  all  hands  perished. 


[226]  BRIG  "PHOENIX,"  248  TONS,  BUILT  AT  NEWBURY  IN  1816. 
From  a  water-color  by  Antoine  Vittaluga,  painted  at  Genoa  in  January,  1829. 


[227]   UNITED  STATES  JACKASS -BRIG  "PICKERING,"  OF  NEWBURYFORT, 
187  TONS,  BUILT  AT  BOSTON  IN  1798.    LOST  AT  SEA  IN  1800. 


[:^:^8j   Bkl(,     riCO,'  210  TONS,  BUILT  AT  PEMBROKE,  MAINE,  IN  1851. 

From  a  painting  by  Robert  W.  Salmon,  made  about  1840,  showing  the  brig  lying  in 

the  harbor  of  Fayal,  with  Pico  mountain  in  the  distance. 


[229]  BARK  "PROMPT,"  OF  BOSTON,  197  TONS,  BUILT  AT  WEYMOUTH  IN  1841. 


[230]  SCHOONER  "POLLY,"  BUILT  IN  1805. 
From  a  photograph  made  in  1904  in  Belfast,  Maine,  harbor. 


[231]  SCHOONER  "POLLY,"  48  TONS,  BUILT  AT  AMESBURY  IN  1805. 
The  oldest  schooner  still  afloat.     From  a  photograph  made  in  New  York  harbor. 


[232]  SHIP  "PROPONTIS,"  OF  SALEM,  425  TONS,  BUILT  AT 
MEDFORD  IN  1833. 


I 


[233]  BRIG  "PRUDENT,"  OF  BOSTON  ON  MARCH  26,  1820, 
COMMANDED  BY  CAPT.  BENJAMIN  GRAVES  OF  MARBLEHEAD. 


[234]  SHIP  "PRUDENT,"  214  TONS,  BUILT  AT  SALEM  IN  1899. 
From  an  old  water-color  at  the  Peabody  Museum,  Salem. 


[235]  SHIP  "RADUGA,"  586  TONS,  BUILT  AT  NEWBURY  IN  1848. 
From  a  drawing  made  in  1863. 


[237]  SHIP  "RADIANT,"  1318  TONS;  AND  SHIP  "JOHN  LAND, 
1064  TONS,  BUILT  AT  SOUTH  BOSTON  IN  1853. 


^n^ll^M It ji^^  .M  A ir r I .\  .Mam  1 .  i; 


[238]  SCHOONER  "RAVEN,"  70  TONS,  COMMANDED  IN  1896 
BY  CAPT.  AMBROSE  B.  MARTIN  OF  MARBLEHEAD. 


[239]  SHIP  "R.  B.  FORBES,"  OF  BOSTON,  748  TONS,  BUILT 

AT  BOSTON  IN  1851. 

Sold  in  1863  at  Hong  Kong  to  foreign  owners. 


[240]  BRIG  "REAPER,"  OF  SALEM,  229  TONS,  BUILT  AT 

AMESBURY  IN  1820. 

From  a  water-color  by  Anton  Roux,  Jr.,  painted  at  Marseilles  in  1823. 


[241]  SHIP  "RECOVERY,"  284  TONS,  BUILT  AT  SALEM  IN  1794. 

From  a  painting  made  in  1799  by  William  Ward.     The  first 

American  vessel  to  visit  Mocha. 


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[242]  SHIP  "RED  JACKET,"  2030  TONS,  BUILT  AT 

ROCKLAND,  MAINE,  IN  1853. 

A  famous  Australian  packet  of  the  White  Star  Line. 


[243]  BARK  "RICHARD,"  252  TONS,  BUILT  AT  SALEM  IN  1826. 

From  a  water-color  painted  in  1831  at  Marseilles  by  H.  Pellegrin, 

now  at  the  Peabody  Museum,  Salem. 


[244]  SHIP  "ROBERT  H.  DIXEY,"  1253  TONS,  BUILT  AT 

EAST  BOSTON  IN  1855. 

Lost  Sept.  15,  1860  on  Mobile  bar. 


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[247]  SHIP  "ROME."  344  TONS,  BUILT  AT  SALEM  IN  1829. 

From  a  water-color  by  H.  Pellegrin  showing  the  ship  leaving  Marseilles 

in  March,  1848. 


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[248]  BRIG  "ROQUE,"  OF  SALEM,  1^06  TONS,  BUILT  AT 

JONESBOROUGH,  MAINE,  IN  1816. 

From  a  water-color  probably  painted  at  Palermo. 


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[249]  SHIP  "ROSANNA,"  283  TONS,  BUILT  AT  DUXBURY  IN  1827, 
From  a  painting  made  in  1828. 


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[25U]     SNOW  "ROVER,"  161  TONS,  BUILT  AT  AMESBURY  IN  1803. 


[251]  SHIP  "ST.  PATRICK,"  1149  TONS,  BUILT  AT  WARREN,  MAINE,  IN  1852. 
Wrecked  on  the  New  Jersey  coast  about  1860. 


[252]  SHIP  "ST.  PAUL,"  463  TONS,  BUILT  AT  BOSTON  IN  1833. 
Lost  in  the  PhiHppine  Islands,  Dec.  9,  1851. 


[253J  SHIP  "SALLY,"  OF  SALEM,  322  TONS,  BUILT  AT  BOSTON  IN  1803. 
From  a  water-color  probably  made  in  1803  at  Palermo  or  Genoa. 


[254]  SHIP  "SAMUEL  RUSSEL,"  957  TONS,  BUILT  IN  1846. 

One  of  the  fastest  clippers  of  her  day.     Lost  off  the  Cape  of  Good  Hope. 

From  a  painting  in  the  Nantucket  Library. 


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[256]  SHIP  "SAPPHIRE,"  OF  SALEM,  365  TONS,  BUILT  AT  MEDFORD 

IN  1824. 

A  whaler  from  Salem  in  1836  - 1842  ;  foundered  in  the  West  Indies,  Mar.  8,  1842, 

while  on  a  voyage  to  Mobile. 


[257]  BARK  "SAPPHO,"  OF  SALEM,  319  TONS,  BUILT  AT  BOSTON 
IN  1844. 


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[258]  BARK  "SARAH."  OF  BOSTON,  OWNED  BY  E.  A.  ADAMS 
AND  USED  IN  THE  AZORES  TRADE. 


[259]  BRIGANTINE  "SEAMAN,"  OF  GLOUCESTER,  LEA\1NG 

MARSEILLES  FOR  THE  GULF  OF  MEXICO,  MAY.  1825. 

From  a  water-color  by  Anton  Roux,  Jr. 


[260]  SHIP  "SHIRLEY."  OF  SALEM,  910  TONS,  BUILT  AT 

MEDFORD  IN  1850. 

From  an  oil  painting  by  a  Chinese  artist  at  Hong  Kong. 


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[261]  SHIP  "SIAM,"  727  TONS,  BUILT  AT  PORTSMOUTH,  N.  H. 

IN  1847. 

From  a  painting  by  a  Chinese  artist. 


^JPt        I 


[262]  SHIP  "SOOLOO,"  440  TONS,  BUILT  AT  SALEM  IN  1840. 

From  a  water-color  by  H.  Pellegrini  showing  the  ship  entering  the  harbor 

of  Marseilles  In  1844. 


[263]  SHIP  "SOOLOO"   (2d),  OF  SALEM,  784  TONS,  BUILT  AT 

BOSTON  IN  1861. 

From  a  photograph  showing  the  ship  leaving  Boston  for  San  Francisco 

on  June  1,  1861. 


[264]  SHIP  "SOUTHERN  CROSS,"  1000  TONS,  BUILT  AT  SOUTH  BOSTON  IN  1851. 


[265]  SHIP  "SOVEREIGN  OF  THE  SEAS,"  2421  TONS,  BUILT 
AT  EAST  BOSTON  IN  1852. 


[266]  SHIP  "SPARTAN,"  475  TONS,  BUILT  AT  NEWBURY  IN  1834. 
From  a  water-color  by  Frederic  Roux,  showing  the  ship  leaving  Havre,  May  26, 1836. 


[267]  SHIP  "STAG  HOUND,"  OF  BOSTON,  1535  TONS.  BUILT 

AT  EAST  BOSTON  IN  1850. 

Built  for  the  California  trade.     Burned  at  sea  in  1863  off  the  coast 

of  Brazil. 


[269]  BARK  "STAR,"  OF  SALEM,  212  TONS,  BUILT  AT  SCITUATE 

IN  1838. 

From  an  oil  painting  at  the  Peabody  Museum,  Salem,  probably  by 

Benjamin  F.  West  of  Salem. 


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[270]  SHIP  "STARLIGHT."  1150  TONS,  BUILT  AT  SOUTH 

BOSTON  IN  1854. 

Sold  to  Italian  owners  and  renamed  "Proto  Longo." 


[271]  SHIP  "STREGLITZ,"  COMMANDED  BY  CAPT. 
DANIEL  T.  LOTHROP  OF  COHASSET. 


M:  ^• 


[272]    BRIGANTINE  •SIKEY."  OF  SALEM,  102  TONS,  BUILT  AT 

FALMOUTH,  MASS.  IN  1795. 

Probably  sold  in  Russia  in  1812.     From  a  painting  made  in  1802  by 

George  Ropes  of  Salem. 


[273]  SHIP  "SUMATRA,"  OF  SALEM,  1041  TONS,  BUILT  AT 

CHELSEA  IN  1856. 

From  an  oil  painting  by  an  English  artist  showing  the  ship  off  the  cliffs 

of  Dover,  on  Sept.  12,  1857. 


[274]  SHIP  "SUNNY  SOUTH,"  703  TONS. 

COMMANDED  IN  1853  BY  CAPT.  MICHAEL  B. 

GREGORY  OF  MARBLEHEAD. 

From  a  painting  by  Thomas  Pitman. 


-   re 

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[276]  SHIP  "SYREN,"  OF  SALEM,  1064  TONS,  BUILT  AT 

MEDFORD  IN  1851. 

From  a  painting  by  a  Chinese  artist  made  at  Hong  Kong  in  1855,  showing 

the  ship  near  Lintin  Island. 


[277]  BRIG  "TALISMAN,"  240  TONS,  BUILT  AT  MEDFORD  IN  1822. 


[278]  RESCUE  IN  1856  IN  MID-OCEAN  OF  THE  CREW  OF  THE 

SHIP  "TEJUCA,"  BY  THE  SHIP  "EXCELSIOR,"     444  TONS,  BUILT 

AT  KENNEBUNK,  MAINE,  IN  1845. 

From  a  painting  by  Thomas  Pitman. 


f 


[279]  SHIP  "TELEMACHUS,"  OF  BOSTON,  CAPT.  JOHN  CLARK 

OF  SALEM,  MASTER. 

Frnm  a  water-color  by  Anton  Roux,  painted  at  Marseilles  in  1?05. 


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[280]  BRIG  "TELEMACHUS,"  OF  SALEM  AND  BOSTON,  133  TONS, 
BUILT  AT  NEW  YORK  IN  1798. 


m 


[281]  TOPSAIL  SCHOONER  "THETIS,"  OF  BOSTON,  OFF  THE 

COAST  OF  SICILY. 

From  a  water-color  painted  in  1822  by  Zi.  Eruzione. 


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[282]  SHIP  "THOMAS  PERKINS,"  OF  SALEM,  595  TONS,  BUILT  AT 
PORTSMOUTH,  N.  H.,  IN  1837. 


[283]  HERMAPHRODITE  BRIG  "THOOSA,"  110  TONS,  COMMANDED 

BY  CAPT.  MICHAEL  B.  POWERS  OF  MARBLEHEAD. 

From  a  water-color  made  at  Smyrna  in  1835. 


[284]  BARK  "TIDAL  WAVE,"  361  TONS,  BUILT  AT  ESSEX  IN  1854. 

From  a  photograph  taken  about  1862  showing  the  vessel  laying  at 

Webb's  Wharf,  Salem. 


[285]  SHIP  "TOM,"  COMMANDED  BY  CAPT.  JOHN 

BAILEY  OF  MARBLEHEAD. 

Painted  about  liOO  on  a  Staffordshire  plate. 


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[287]  SNOW  "TOPAZ,"  213  TONS,  BUILT  AT  NEWBURY  IN  U07. 
From  a  water-color  painted  by  Anton  Roux  at  Marseilles  in  1808. 


^^ 


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£^ 


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[288]  SHIP  "TRENT."  OF  SALEM,  191  TONS,  BUILT  AT 
FREEPORT,  MAINE,  IN  1801. 


[289]  SHIP  "TRIUMPHANT,"  OF  SALEM,  203  TONS,  BUILT  AT 

DOVER,  N.  H.  IN  1802. 

From  a  large  oil  painting  by  George  Ropes,  1805,  at  the  Peabody  Museum,  Salem. 


[290]  SHIP  "TWO  BROTHERS,"  288  TONS,  BUILT  AT 

SALEM  IN  1818. 

From  a  water-color  by  George  Ropes  of  Salem,  painted  in  1818,  now  at 

the  Peabody  Museum,  Salem. 


[291]  SHIP  "TYPHOON,"  1610  TONS,  BUILT  AT 

PORTSMOUTH,  N.  H. 

Launched  fully  rigged  with  colors  flying. 


[292]  SHIP  "ULYSSES"   (1st),  OF  SALEM,  163  TONS,  BUILT  AT 

AMESBURY  IN  1794. 

Wrecked  on  Cape  Cod,  Feb.  22,  1802.     From  a  water-color  by  M.  F.  Corne. 


[293]  SHIP  "ULYSSES"   (2d),  OF  SALEM,  340  TONS,  BUILT  AT 

HAVERHILL  IN  1798. 

From  a  water-color  by  Anton  Roux,  painted  at  Marseilles  in  1S04,  showing  the 

temporary  rudder  by  means  of  which  the  ship  safely  reached  that  port. 


[294]  SHIP  "ULYSSES"   (2d),  OF  SALEM,  340  TONS. 

From  a  water -color  by  Anton  Roux,  showing  the  ship  entering  the 

]   irbor  of  Marseilles,  Mar.  23,  1804. 


SM 


[295]  BRIG  "UNCAS,"  OF  BOSTON,  227  TONS. 
From  a  painting  on  glass  done  at  Antwerp  by  P.  Weyts. 


[296]  SLOOP  "UNION."  OF  BOSTON. 

From  a  drawing  made  in  1795  in  a  log-book  now  at  the  Massachusetts 

Historical  Society. 


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P 

1 

[297]  SHIP  "UNION,"  250  TONS,  BUILT  AT  SALEM  IN  1802. 
Lost  on  Baker's  Island,  Salem  harbor,  Feb.  24,  1817. 


[298]  SHIP  "VOLUSIA,"  OF  SALEM,  273  TONS,  BUILT  AT 

FALMOUTH,  MASS.  IN  1801. 

Wrecked  on  Cape  Cod,  Feb.  22,  1802.     From  a  water-color  by  M.  F.  Corne. 


[299]  BARK  "WASHINGTON,"  OF  MARBLEHEAD,  135  TONS. 

COMMANDED  BY  CAPT.  JOHN  BAILEY  IN  1796. 

From  an  India  ink  drawing  made  at  Nice. 


[300]  BRIG  "WATER  WITCH,"  167  TONS,  BUILT  AT  SCITUATE 

IN  1831. 

From  a  water-color  showing  the  brig  at  Smyrna,  Sept.  15,  1832. 


[301]  SHIP  "WESTWARD  HO,"  1650  TONS,  BUILT  AT 

EAST  BOSTON  IN  1861. 

Burned  at  Callao,  Feb.  27,  1864. 


[302]  BRIG 


'WHIG,"  OF  BOSTON,  FRANCIS  H.  ROGERS,  MASTER. 
From  a  water-color  painted  at  Palermo. 


[303]  BARK  "WILLIAM  SCHRODER,"  238  TONS,  BUILT  AT 

COH ASSET  IN    1840. 

From  an  oil  painting  by  Benjamin  F.  West  of  Salem. 


[304]  BARK  "WITCH,"  210  TONS,  BUILT  AT  SALEM  IN  lf54. 
From  a  painting  by  a  Chinese  artist  framed  in  typical  Chinese  manner. 


[305]  SHIP  "WITCHCRAFT,"  OF  SALEM  AND  BOSTON,  1311  TONS,  BUILT 

AT  CHELSEA,  IN  1852. 

Wrecked  off  Cape  Hatteras  in  1861. 


[306]  SHIP  "WITCHCRAFT,"  OF  SALFM  AND  BCSTON, 

1311  TONS,  BUILT  AT  CHELSEA  IN  1852. 

Wrecked  off  Cape  Hatteras  in  1861. 


[307]  SHIP  "WITCH  OF  THE  WAVE,"  OF  1498  TONS,  BUILT 

AT  PORTSMOUTH,  N.  H.,  IN  1851. 

Used  in  the  California  and  China  trades.    Sold  at  Amsterdam  in  1856. 


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^-••/H, ., .  .-^^ 

—   nlgi 

[308]  BARK  "ZOTOFF,"  OF  SALEM,  220  TONS,  BUILT  AT  NEWBURY, 

MASS.,  IN  1840. 

Used  in  the  Feejee,  South  American  and  Cayenne  trades. 


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